JP2011015491A - Automobile and method of diagnosing failure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform the diagnosis of failure in electric parts which operate using power, with more appropriate timing.SOLUTION: In this failure diagnosis method, when a power cord connected via a charger to a high voltage battery is connected to an external power source during system-off, it starts the execution of charge control for controlling the charger starts so that the high voltage battery may be charged (S100). Then, when the electric accumulation percentage SOC of a high voltage battery reaches or exceeds the target electric accumulation percentage SOC* and it finishes charge control or when the temperature Tb of a battery reaches or exceeds a threshold Tbref during execution of charge control and it stops charge control, it outputs a request for failure diagnosis in electric parts (S140-S170, S120, and S200-S220). Then, when the request for failure diagnosis is made, it diagnoses failure in the electric parts.

Description

  The present invention relates to an automobile and an abnormality diagnosis method.

  Conventionally, this type of automobile includes a motor generator that outputs driving power, a battery that exchanges power with the motor generator, and a coupling portion that electrically couples the battery to an external commercial power source. Is set to the off position, and AC power from the commercial power source is input to the connector of the coupling unit, the battery is charged until the SOC of the battery reaches a threshold value or more. There has been proposed one that performs an active test that activates an electrical component when the threshold value or a value lower than a threshold value is reached (see, for example, Patent Document 1). In this automobile, the above-described control secures an opportunity to perform failure diagnosis of electrical components.

JP 2008-285075 A

  In such an automobile, in order to suppress an excessive temperature rise of the battery, it is conceivable to stop the charging of the battery when the temperature of the battery exceeds a predetermined temperature during the charging of the battery. In this case, depending on the change in battery temperature over time, it may take a long time for the SOC of the battery to exceed the reference value, and the time required to execute the active test after the SOC exceeds the reference value cannot be secured. Occurs.

  The main object of the automobile and abnormality diagnosis method of the present invention is to perform abnormality diagnosis of electric parts that operate using electric power at a more appropriate timing.

  In order to achieve the main object described above, the automobile and abnormality diagnosis method of the present invention employ the following means.

The automobile of the present invention
An automobile that travels using power from an electric motor,
A secondary battery capable of exchanging electric power with the electric motor;
A charger connected to an external power source to charge the secondary battery using power from the external power source;
A power storage ratio detecting means for detecting a power storage ratio as a ratio with respect to the total capacity of the power storage amount stored in the secondary battery;
Temperature detecting means for detecting the temperature of the secondary battery;
When the charger is connected to the external power source when the system is off, the secondary battery is charged and the charger is controlled so that the detected storage ratio becomes a first predetermined storage ratio, and the detected Charge control means for controlling the charger so that charging to the secondary battery is restricted when the detected temperature reaches a predetermined temperature or higher before the storage ratio reaches the first predetermined storage ratio. ,
When the detected power storage ratio reaches a second predetermined power storage ratio that is equal to or lower than the first predetermined power storage ratio and when charging to the secondary battery is restricted by the charge control means, electric power is used. An abnormality diagnosis means for performing an abnormality diagnosis of a predetermined electrical component that operates;
It is a summary to provide.

  In the automobile of the present invention, when the charger is connected to the external power source when the system is off, the storage ratio as the ratio of the storage amount stored in the secondary battery by charging the secondary battery to the total capacity is the first. The charger is controlled so as to reach a predetermined power storage ratio, and charging to the secondary battery is restricted when the temperature of the secondary battery reaches a predetermined temperature or more before the power storage ratio reaches the first predetermined power storage ratio. A charger that controls the charger to operate using electric power when the storage ratio reaches a second predetermined storage ratio that is equal to or lower than the first predetermined storage ratio and when charging to the secondary battery is restricted; Perform electrical component abnormality diagnosis. That is, in addition to when the power storage ratio reaches or exceeds the second predetermined power storage ratio that is equal to or lower than the first predetermined power storage ratio, when charging of the secondary battery is restricted because the temperature of the secondary battery reaches or exceeds the predetermined temperature In addition, abnormality diagnosis of a predetermined electrical component is performed. Thereby, when the temperature of the secondary battery reaches a predetermined temperature or more and charging to the secondary battery is restricted, the abnormality of the electrical component can be diagnosed by effectively using the time. As a result, abnormality diagnosis of the electrical component can be performed at a more appropriate timing. Of course, by restricting the charging of the secondary battery when the temperature of the secondary battery reaches a predetermined temperature or higher, an excessive temperature rise of the secondary battery can be suppressed.

  In such an automobile of the present invention, the abnormality diagnosis means is means for not performing abnormality diagnosis of the predetermined electrical component when a predetermined period has not elapsed since the previous abnormality diagnosis of the electrical component was performed. It can also be. In this way, it is possible to suppress an abnormality diagnosis of a predetermined electrical component from being performed more frequently than necessary, and wasteful power consumption can be suppressed. Here, when the predetermined period has not elapsed, when the predetermined time has not elapsed, or when the number of times the system is turned on or off has not reached the predetermined number, the number of connections between the charger and the external power source is predetermined. This includes the case where the number of times of rechargeable battery has not reached the predetermined number of times.

  In the automobile of the present invention, the abnormality diagnosis means is means for diagnosing abnormality of the predetermined electrical component using electric power from at least one of the external power source and the secondary battery. You can also

  Further, in the automobile of the present invention, the charge control means may perform the secondary control when the detected temperature reaches the predetermined temperature or more before the detected storage ratio reaches the first predetermined storage ratio. It can also be a means for controlling the charger so that charging of the battery is stopped. In this case, the charging control unit is configured to detect the detected temperature before the detected storage ratio reaches the first predetermined storage ratio and when charging to the secondary battery is stopped. Means for controlling the charger so that the secondary battery is charged again and the detected storage ratio becomes the first predetermined storage ratio when the temperature reaches a temperature lower than a second predetermined temperature lower than a predetermined temperature; Can also be.

  Alternatively, the automobile of the present invention may include an internal combustion engine, and the predetermined electrical component may include an electrical component used for controlling the internal combustion engine. In this case, a planetary gear mechanism in which three rotating elements are connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driving shaft connected to an axle. And can also be provided.

The abnormality diagnosis method of the present invention includes:
An electric motor that outputs driving power, a secondary battery capable of exchanging electric power with the electric motor, a charger that is connected to an external power source and charges the secondary battery using electric power from the external power source, An abnormality diagnosis method for diagnosing abnormality of a predetermined electrical component that operates using electric power in an automobile comprising:
When the charger is connected to the external power source when the system is off, the storage ratio as a ratio of the storage amount charged in the secondary battery and stored in the secondary battery is the first predetermined storage The charger is controlled so as to have a ratio, and when the temperature of the secondary battery reaches a predetermined temperature or more before the storage ratio of the secondary battery reaches the first predetermined storage ratio, Controlling the charger to limit charging,
When the storage ratio of the secondary battery reaches a second predetermined storage ratio that is equal to or lower than the first predetermined storage ratio and when charging to the secondary battery is restricted, abnormality diagnosis of the predetermined electrical component Do,
It is characterized by that.

  In the abnormality diagnosis method of the present invention, when the charger is connected to the external power source when the system is off, the storage ratio as a ratio of the total storage amount of the storage amount stored in the secondary battery is charged. The charger is controlled so that the first predetermined power storage ratio is reached, and charging of the secondary battery is restricted when the temperature of the secondary battery reaches a predetermined temperature or more before the power storage ratio reaches the first predetermined power storage ratio. The charger is controlled so that the battery operates when using a power when the storage ratio reaches a second predetermined storage ratio that is equal to or lower than the first predetermined storage ratio and when charging to the secondary battery is restricted. An abnormality diagnosis of a predetermined electrical component is performed. That is, in addition to when the power storage ratio reaches or exceeds the second predetermined power storage ratio that is equal to or lower than the first predetermined power storage ratio, when charging of the secondary battery is restricted because the temperature of the secondary battery reaches or exceeds the predetermined temperature In addition, abnormality diagnosis of a predetermined electrical component is performed. Thereby, when the temperature of the secondary battery reaches a predetermined temperature or more and charging to the secondary battery is restricted, the abnormality of the electrical component can be diagnosed by effectively using the time. As a result, abnormality diagnosis of the electrical component can be performed at a more appropriate timing. Of course, by restricting the charging of the secondary battery when the temperature of the secondary battery reaches a predetermined temperature or higher, an excessive temperature rise of the secondary battery can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 4 is a flowchart showing an example of a charge control routine executed by a hybrid electronic control unit 70. 5 is a flowchart showing an example of an abnormality diagnosis routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the mode of a time change with the electrical storage ratio SOC of the battery 50, battery temperature Tb, the presence or absence of execution of charge control, and the presence or absence of execution of abnormality diagnosis. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the electric vehicle 220 of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as fuel, an engine electronic control unit (hereinafter referred to as engine ECU) 24 that controls the drive of the engine 22, and a crank of the engine 22. A planetary gear 30 in which a carrier is connected to the shaft 26 and a ring gear is connected to the drive shaft 32 connected to the drive wheels 39a and 39b via a differential gear 38, and a rotor is configured as a synchronous generator motor, for example. A motor MG1 connected to the sun gear, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 32, inverters 41 and 42 for driving the motors MG1 and MG2, and inverters 41, 42 switching elements (not shown) For example, a lithium-ion secondary battery that exchanges electric power with the motors MG1 and MG2 through inverters 41 and 42, and a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by controlling the driving. A high-voltage battery 50 configured as follows, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the high-voltage battery 50, and electrical components (for example, a throttle motor 136 and an EGR valve 154 used for controlling the engine 22) Or a low voltage battery 55 connected to a power line (hereinafter referred to as a low voltage system power line 54) to which an auxiliary machine (not shown) is connected, and a power line (hereinafter referred to as an inverter 41, 42 or a high voltage battery 50). Step down the power from the high voltage system power line 44) A DC / DC converter 56 that supplies power to the low voltage system power line 54, a charger 60 that is connected to an external power source such as a household power source and can charge the high voltage battery 50, and a hybrid electronic control unit that controls the entire vehicle. 70.

  As shown in FIG. 2, the engine 22 sucks air purified by the air cleaner 122 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. The air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The purifier 134 includes an EGR pipe 152 that supplies exhaust gas to the intake side and an EGR valve 154 that adjusts the supply amount of exhaust gas that is supplied to the intake side. The engine 22 is opened and closed by opening and closing the EGR valve 154. In addition, exhaust gas as non-combustion gas is supplied to the intake side so that a mixture of air, exhaust gas and gasoline can be sucked into the combustion chamber.

  The engine ECU 24 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe 149 detects the intake air temperature from 149, the intake pressure from the intake pressure sensor that detects the pressure in the intake pipe, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the temperature of the EGR gas in the EGR pipe 152. The EGR gas temperature from the temperature sensor 156 is input through the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. Control signal to the ignition coil 138, control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, drive signal to the EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side Etc. are output via the output port. Here, the throttle motor 136, the EGR valve 154, and the like operate upon receiving power supplied from the low-voltage battery 55. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The battery ECU 52 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM, a RAM, an input / output port, and a communication port in addition to the CPU. In the battery ECU 52, signals necessary for managing the high voltage battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51a installed between the terminals of the high voltage battery 50, and a high voltage connected to the output terminal of the high voltage battery 50 are provided. The charging / discharging current Ib from the current sensor 51b attached to the voltage system power line 44, the battery temperature Tb from the temperature sensor 51c attached to the high-voltage battery 50, and the like are input. Is output to the hybrid electronic control unit 70 by communication. Further, the battery ECU 52 calculates a storage ratio SOC, which is a ratio of the storage amount to the total capacity (storage capacity) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the high voltage battery 50. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the high voltage battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the high-voltage battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the storage rate SOC of the high-voltage battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The charger 60 is connected to the high voltage system power line 44 through a relay 57, and an AC / DC converter 62 that converts AC power from an external power source supplied through a power cord 58 into DC power; A DC / DC converter 64 that converts the voltage of the DC power from the AC / DC converter 62 and supplies the converted voltage to the high voltage system power line 44 side.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. In the hybrid electronic control unit 70, the connection detection signal from the connection detection sensor 59 for detecting whether or not the power cord 58 is connected to the external power supply, the ignition signal from the ignition switch 80, and the operation position of the shift lever 81 are displayed. A shift position SP from the shift position sensor 82 to be detected, an accelerator opening Acc from the accelerator pedal position sensor 84 to detect the depression amount of the accelerator pedal 83, and a brake from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85 The pedal position BP, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a drive signal to the relay 57, a switching control signal to the AC / DC converter 62, a switching control signal to the DC / DC converter 64, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R position). and so on.

  The hybrid vehicle 20 of the embodiment configured in this manner basically travels by drive control described below that is executed by the hybrid electronic control unit 70. When the hybrid electronic control unit 70 travels while operating the engine 22, first, the drive shaft 32 is used for traveling in accordance with the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * required is set, and the required torque Tr * is multiplied by the rotational speed Nr of the drive shaft 32 (for example, the rotational speed obtained by multiplying the rotational speed of the motor MG2 or the vehicle speed V by a conversion factor). The power Pdrv for traveling required for is calculated. Next, the required power Pe * to be output from the engine 22 as the sum of the charge / discharge required power Pb * for charging / discharging the high voltage battery 50 based on the storage ratio SOC of the high voltage battery 50, the traveling power Pdrv, and the loss Loss. The engine 22 is calculated using the operation line (for example, the fuel efficiency optimum operation line) as the relationship between the rotational speed Ne of the engine 22 and the torque Te and the calculated required power Pe *. Target rotational speed Ne * and target torque Te * are set. As the torque to be output from the motor MG1 by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the high-voltage battery 50. Torque command Tm1 * is set and torque obtained by subtracting torque acting on drive shaft 32 via planetary gear 30 from drive torque 32 when motor MG1 is driven by torque command Tm1 * is used as torque command Tm2 * for motor MG2. Set. The target engine speed Ne * and target torque Te * set in this way are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that executes the control and receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 sets the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Control switching. Hereinafter, such traveling is referred to as hybrid traveling.

  Further, when the hybrid electronic control unit 70 travels with the engine 22 stopped, the hybrid electronic control unit 70 sets the required torque Tr * required for the drive shaft 32 according to the accelerator opening Acc and the vehicle speed V, and the battery Within the range of 50 input / output limits Win, Wout, a value 0 is set for the torque command Tm1 * of the motor MG1, and a required torque Tr * is set for the torque command Tm2 * of the motor MG2. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Hereinafter, such traveling is referred to as electric traveling.

  In the hybrid vehicle 20 according to the embodiment, when the vehicle is stopped at home or at a preset charging point, the power cord 58 is connected to an external power source, and the connection detection sensor 59 detects the connection. Is turned on and the charger 60 is controlled to charge the high voltage battery 50 with electric power from the external power source. When the system is started after charging the high-voltage battery 50, until the storage ratio SOC of the high-voltage battery 50 reaches a threshold value Shv (for example, 20% or 30%) set to such an extent that the engine 22 can be started. The vehicle travels in the electric travel priority mode in which the electric travel is prioritized. After the storage ratio SOC of the high voltage battery 50 reaches the threshold value Shv, the vehicle travels in the hybrid travel priority mode in which the hybrid travel is prioritized.

  Next, an operation when the power cord 58 is connected to an external power source with the vehicle being in a system off state will be described. FIG. 3 is a flowchart showing an example of a charge control routine executed by the hybrid electronic control unit 70. This routine is executed when the connection detection sensor 59 detects the connection between the power cord 58 and the external power source.

  When the charge control routine of FIG. 3 is executed, the CPU 72 of the hybrid electronic control unit 70 first charges the high voltage battery 50 to be charged with the electric power Wb set within the range of the input limit Win of the high voltage battery 50. The charging control for controlling the device 60 is started (step S100). Here, the charging control is performed by switching control of the switching elements of the AC / DC converter and the DC / DC converter 64 of 62 so that the electric power supplied from the charger 60 to the high voltage battery 50 becomes the electric power Wb.

  Subsequently, the storage ratio SOC of the high-voltage battery 50 and the battery temperature Tb are input (step S110). Here, the storage rate SOC of the high-voltage battery 50 is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, and the battery temperature Tb is detected by the temperature sensor 51c. It was supposed to be input via communication.

  When the data is input in this way, the input storage ratio SOC of the high voltage battery 50 is compared with the target storage ratio SOC * (for example, 80%, 90%, etc.) (step S120), and the storage ratio SOC of the high voltage battery 50 is the target storage ratio. When it is less than SOC *, it is determined whether or not the charging control is being executed (step S130). When the charging control is being executed, the battery temperature Tb is compared with the threshold value Tbref (step S140), and the battery temperature Tb is determined. Is less than the threshold value Tbref, the process returns to step S110. Here, the threshold value Tbref may be a temperature slightly lower than an upper limit temperature (eg, 50 ° C. or 60 ° C.) allowed for the high voltage battery 50, and is determined by the specifications of the high voltage battery 50.

  Thus, when the battery temperature Tb is less than the threshold value Tbref, the execution of the charge control is continued (steps S110 to S140). When the storage ratio SOC of the high voltage battery 50 reaches the target storage ratio SOC * or more in step S120, the charge control is terminated. (Step S200), the value 0 as an initial value is set when the system is turned off, and the value of the abnormality diagnosis request flag F, which is set to 1 when an abnormality diagnosis request is made for an electrical component, is checked (step S210). ) When the abnormality diagnosis request flag F has a value of 0, a request for abnormality diagnosis of the electrical component is output and a value of 1 is set in the abnormality diagnosis request flag F (step S220). When the flag F is 1, the routine is terminated without outputting an electrical component abnormality diagnosis request. When a request for abnormality diagnosis of the electrical component is made, the hybrid electronic control unit 70 executes an abnormality diagnosis routine illustrated in FIG. Hereinafter, the description of the charging control routine of FIG. 3 will be interrupted, and the abnormality diagnosis routine of FIG. 4 will be described.

  When the abnormality diagnosis routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs a post-diagnosis activation number n which is the number of times the system is turned on since the previous abnormality diagnosis was performed (step S300). Then, the inputted post-diagnosis activation number n is compared with a threshold value nref (step S310). When the post-diagnosis activation number n is equal to or greater than the threshold value nref, an abnormality diagnosis of an electrical component is performed and the result is not shown in a nonvolatile memory (for example, (Step S310), and this routine is terminated. When the number n of post-diagnosis activations is less than the threshold value nref, the routine is terminated without performing an abnormality diagnosis of the electrical component. Here, the threshold value nref is used to determine whether or not it is preferable to perform an abnormality diagnosis of an electrical component. For example, the threshold value nref can be used twice or three times. In addition, in the embodiment, the abnormality diagnosis of the electrical components is performed by using at least one of the external power source, the high-voltage battery 50, and the low-voltage battery 55 to a plurality of electrical components (for example, the throttle motor 136 and the EGR valve 154 used for engine control). Etc., auxiliary equipment (not shown), etc., whether or not power can be supplied (whether or not disconnected), whether or not each of the electrical components operates normally, etc. It was performed by diagnosing electrical components in order. Thereby, the opportunity to perform abnormality diagnosis of electrical components can be secured. When power is supplied from an external power source or high-voltage battery 50 to the throttle motor 136, the EGR valve 154, or an auxiliary machine (not shown), the power is supplied via the high voltage system power line 44 and the DC / DC converter 56. do it. In addition, the power supplied to the electrical components for these diagnoses is sufficiently smaller than the power Wb when charging the high voltage battery 50. On the other hand, when the number of startups after diagnosis n is less than the threshold value nref, by not performing abnormality diagnosis of the electrical component, it is possible to suppress the abnormality diagnosis of the electrical component more frequently than necessary, and useless power consumption. Can be suppressed.

  The abnormality diagnosis routine of FIG. 4 has been described above. Returning to the description of the charge control routine of FIG. If the battery temperature Tb reaches the threshold value Tbref or more in step S140 while the charge control is being executed in step S130, the charge control is stopped (step S150), and the value of the abnormality diagnosis request flag F is examined (step S160). When the abnormality diagnosis request flag F has a value of 0, a request for abnormality diagnosis of the electrical component is output and a value 1 is set in the abnormality diagnosis request flag F (step S170), and the process returns to step S110 to return to the abnormality diagnosis request flag F. When is 1, the process returns to step S110 without outputting an abnormality diagnosis request. In this case, the excessive temperature rise of the high voltage battery 50 can be suppressed by stopping the charging control. Further, when the charge control is stopped and the abnormality diagnosis of the electric component is performed by the abnormality diagnosis routine of FIG. 4 described above, the abnormality diagnosis of the electric component can be performed by effectively using the time during which the charge control is stopped. That is, the electrical component abnormality diagnosis is performed at an earlier timing than the case where the electrical component abnormality diagnosis is performed after waiting for the storage rate SOC of the high-voltage battery 50 to be equal to or higher than the target storage rate SOC * and completing the charge control. Can be done. Even if power is supplied from the high-voltage battery 50 to the electrical component for diagnosis of an abnormality in the electrical component, this power is usually smaller than the power charged in the high-voltage battery 50 by the charge control. The risk that the battery temperature Tb of 50 will rise excessively is low.

  When the charge control is stopped, it is determined in step S130 that the charge control is not being executed. Therefore, the battery temperature Tb is compared with a value (Tbref−α) obtained by subtracting a predetermined value α as a margin from the threshold Tbref ( Step S180) When the battery temperature Tb is equal to or higher than the value (Tbref-α), the process directly returns to Step S110. When the battery temperature Tb is lower than the value (Tbref-α), the execution of the charge control is resumed (Step S190). Return to step S110. Here, the predetermined value α is for giving hysteresis so that the execution and stop of the charging control are not frequently changed, and can be set as appropriate. When the battery temperature Tb reaches a value lower than the value (Tbref-α) during the abnormality diagnosis of the electric component by the abnormality diagnosis routine of FIG. 4, the charge control and the abnormality diagnosis of the electric component are performed in parallel. Will do.

  FIG. 5 is an explanatory diagram illustrating an example of a temporal change state of the storage ratio SOC of the battery 50, the battery temperature Tb, the presence / absence of execution of charge control, and the presence / absence of execution of abnormality diagnosis. As shown in the figure, when the battery temperature Tb rises during the charge control and reaches the threshold value Tbref or more (time t1), the execution of the charge control is stopped and the abnormality diagnosis of the electrical component is performed. Thereby, abnormality diagnosis of an electrical component can be performed by effectively using the time during which charging control is stopped. Then, the execution of the charge control is resumed at time t2 when the battery temperature Tb reaches less than the value (Tbref-α), and the charge control is terminated at time t3 when the storage ratio SOC of the battery 50 reaches the target storage ratio SOC * or more. To do. In the example of FIG. 5, since the abnormality diagnosis of the electrical component is performed before the time t3 when the charging control is terminated, the abnormality diagnosis of the electrical component is not performed after the charging control is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, when the connection between the power cord 58 and the external power source is detected by the connection detection sensor 59 when the system is off, the charger 60 is controlled so that the high voltage battery 50 is charged. When the charge control is started after the charge control is started and the storage ratio SOC of the high-voltage battery 50 reaches the target storage ratio SOC * or ends, or during the execution of the charge control, the battery temperature Tb reaches the threshold Tbref or more. Therefore, when the charging control is stopped, it is possible to effectively use the time during which the charging control is stopped when the charging control is stopped. As a result, abnormality diagnosis of the electrical component can be performed at a more appropriate timing. Moreover, according to the hybrid vehicle 20 of the embodiment, the battery temperature Tb reaches the threshold value Tbref or higher when the storage ratio SOC of the high-voltage battery 50 reaches the target storage ratio SOC * or higher and the charge control is terminated or during execution of the charge control. When the charge control is stopped, if the post-diagnosis activation count n, which is the number of times the system was turned on since the previous abnormality diagnosis was performed, is less than the predetermined number nref, the electrical component abnormality diagnosis is not performed. It is possible to suppress abnormal diagnosis more frequently than necessary, and it is possible to suppress wasteful power consumption.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb reaches or exceeds the threshold value Tbref during the charge control, the charge control is stopped (the charger 60 is controlled so that charging to the high voltage battery 50 is stopped). However, the high-voltage battery 50 is reduced by the electric power Wb2 that is smaller than the electric power Wb when the battery temperature Tb is lower than the threshold value Tbref (for example, electric power at which the battery temperature Tb of the high-voltage battery 50 does not increase excessively compared to the threshold value Tbref). The charger 60 may be controlled so that the battery is charged.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb does not reach the threshold value Tbref or higher during the charge control, the electric storage rate SOC of the high-voltage battery 50 reaches the target power storage rate SOC * or higher and the charge control is terminated. The part abnormality diagnosis request is output, but when the storage ratio SOC of the high-voltage battery 50 reaches a value (SOC * −β) obtained by subtracting the predetermined value β from the target storage ratio SOC *, the electrical component An abnormality diagnosis request may be output. Here, the predetermined value β is used to determine the timing for starting the abnormality diagnosis of the electrical component, and can be determined by, for example, the number of electrical components that perform the abnormality diagnosis.

  In the hybrid vehicle 20 of the embodiment, when an abnormality diagnosis request for an electrical component is made, the number n of post-diagnosis activations and the threshold value nref (for example, twice) The result of the comparison with the third time) is used to determine whether or not to perform an abnormality diagnosis of the electrical component. However, the system is turned off after the previous abnormality diagnosis is performed instead of the number of startups after diagnosis n. Number of times (off count after diagnosis) n2, the number of times the power cord 58 was connected to the external power supply during the system stop since the last time the abnormality diagnosis was performed (number of connections after diagnosis) n3, and the previous abnormality diagnosis was performed The number of times the high-voltage battery 50 has been charged (number of times after diagnosis) n4, the time since the last time the abnormality diagnosis was performed (time t after diagnosis), and the like are determined. It may be intended to. In this case, it is determined whether or not to perform an abnormality diagnosis of an electrical component by using a comparison result between any of the number of off-times n2 after diagnosis, the number of connection times n3 after diagnosis, and the number of charging times n4 after diagnosis and the threshold value nref. It may be determined whether or not to perform abnormality diagnosis of the electrical component using a comparison result between the later time t and a threshold value tref (for example, half a day or one day).

  In the hybrid vehicle 20 of the embodiment, when an abnormality diagnosis request is made for an electrical component, a plurality of electrical components (for example, a throttle motor 136 and EGR used for engine control) are used when the number n of post-diagnosis activations is equal to or greater than a threshold value nref. The abnormality diagnosis is performed in order for the valve 154 and the like (auxiliary machine not shown). However, when an abnormality diagnosis request is made for an electrical component, it is determined whether or not the abnormality diagnosis is performed for each electrical component. The abnormality diagnosis may be performed in order for the electrical components determined to be subjected to the abnormality diagnosis. By doing this, it is possible to further reduce the time required for abnormality diagnosis and to suppress the abnormality diagnosis for each electrical component more frequently than necessary. In this case, whether or not to perform abnormality diagnosis for each of the electrical components can be determined based on, for example, a period from the previous abnormality diagnosis (such as the number of activations after diagnosis n).

  In the hybrid vehicle 20 of the embodiment, when the abnormality diagnosis of the electrical component is performed due to the battery temperature Tb reaching the threshold value Tbref or higher during the charging control, the storage rate SOC of the battery 50 reaches the target storage rate SOC * or more. The electrical component abnormality diagnosis is performed in the same manner as the electrical component abnormality diagnosis. However, when the battery temperature Tb reaches the threshold value Tbref or more during the charge control, the electrical component abnormality diagnosis is performed. It may be determined whether or not abnormality diagnosis is performed for each of the electrical components, and abnormality diagnosis is sequentially performed for the electrical components determined to be subjected to the abnormality diagnosis. Here, the determination as to whether or not to perform abnormality diagnosis for each of the electrical components can be performed based on, for example, power required for abnormality diagnosis.

  In the hybrid vehicle 20 according to the embodiment, when an abnormality diagnosis of an electrical component is requested, the abnormality diagnosis of the electrical component is performed when the post-diagnosis activation count n is equal to or greater than the predetermined number nref. However, the electrical component abnormality diagnosis may be performed regardless of the number of activations after diagnosis n.

  In the hybrid vehicle 20 of the embodiment, when an abnormality diagnosis of an electrical component is requested, an electrical component that operates with electric power from the low voltage battery 55 (for example, a throttle motor 136 used for engine control, an EGR valve 154, etc.) However, in addition to or in place of this, an abnormality diagnosis of an electrical component that is operated by electric power from the high voltage battery 50 may be performed. Here, as an electrical component that operates on the electric power from the high voltage battery 50, for example, inverters 41 and 42, a DC / DC converter 56, an air compressor (not shown) of an air conditioner, and motors MG1 and MG2 are cooled. There is an electric pump (not shown) that pumps the oil to the cooling flow path.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 32. However, the drive shaft 32 is connected to the power of the motor MG2 as illustrated in the hybrid vehicle 120 of the modified example of FIG. It is also possible to output to a different axle (axle connected to the wheels 39c, 39d in FIG. 6) than the other axle (axle to which the drive wheels 39a, 39b are connected).

  In the embodiment, the present invention is applied to the hybrid vehicle 20 including the engine 22 and the motor MG1 connected to the drive shaft 32 via the planetary gear 30, and the motor MG2 connected to the drive shaft 32. As illustrated in the electric vehicle 220 of the modification, the electric vehicle 220 may be applied to a simple electric vehicle including a motor MG that outputs driving power.

  Moreover, it is not limited to what is applied to such a motor vehicle, It is good also as a form of the abnormality diagnosis method.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to the “electric motor”, the high voltage battery 50 corresponds to the “secondary battery”, and the charger 60 including the AC / DC converter 62 and the DC / DC converter 64 is the “charger”. Correspondingly, the battery ECU 52 that calculates the storage ratio SOC, which is the ratio of the stored amount of the high-voltage battery 50 to the total capacity (storage capacity), based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b is “storage ratio detection The temperature sensor 51c corresponds to “temperature detection means”, and when the connection between the power cord 58 and the external power source is detected by the connection detection sensor 59 when the system is off, the high voltage battery 50 is charged. When execution of charging control for controlling the charger 60 is started, and then the storage ratio SOC of the high-voltage battery 50 reaches the target storage ratio SOC * or more. The charge control routine of FIG. 3 stops charging control when the battery temperature Tb reaches the threshold value Tbref or more before the charge control is terminated and the storage ratio SOC of the battery 50 reaches the target storage ratio SOC * or more. The hybrid electronic control unit 70 that executes the processes of steps S100 to S150, 200 corresponds to “charging control means”, and charging is completed when the storage ratio SOC of the battery 50 reaches or exceeds the target storage ratio SOC * and charging is completed. The process of steps S160, S170, S210, and S220 of the charge control routine of FIG. 3 that outputs an electrical component abnormality diagnosis request when the battery temperature Tb reaches or exceeds the threshold value Tbref and the charge control is stopped during the execution of the control is executed. In addition, when an abnormality diagnosis is requested, the system is turned on after the previous abnormality diagnosis. The hybrid electronic control unit 70 which is the number of times after diagnosis start number n executes an abnormality diagnosis routine of FIG. 4 that the abnormality diagnosis of the electrical component when the predetermined number of times or more nref corresponds to "abnormality diagnosing means." The engine 22 corresponds to an “internal combustion engine”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor. The “secondary battery” is not limited to the high-voltage battery 50 configured as a lithium ion secondary battery, but may be any type of secondary battery such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. It does not matter. The “charger” is not limited to the charger 60 including the AC / DC converter 62 and the DC / DC converter 64, and the secondary battery is connected to an external power source and uses power from the external power source. As long as it charges, it does not matter as anything. The “storage ratio detection means” calculates a storage ratio SOC, which is a ratio of the stored amount of the high-voltage battery 50 to the total capacity (storage capacity) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b. It is not limited to the above, and it detects a power storage ratio as a ratio of the total amount of power stored in the secondary battery, such as calculating the power storage ratio SOC based on the open voltage of the high voltage battery 50. It does not matter as long as there is any. The “temperature detection means” is not limited to the temperature sensor 51c, and any device that detects the temperature of the secondary battery may be used. As the “charge control means”, when the connection between the power cord 58 and the external power source is detected by the connection detection sensor 59 when the system is off, the charge control is executed to control the charger 60 so that the high voltage battery 50 is charged. After that, the charging control is terminated when the storage ratio SOC of the high-voltage battery 50 reaches the target storage ratio SOC * or more, and the battery temperature Tb before the storage ratio SOC of the battery 50 reaches the target storage ratio SOC * or more. Is not limited to stopping (interrupting) the charging control when the value reaches the threshold value Tbref or more, when the charger is connected to the external power source when the system is off, the secondary battery is charged and the storage ratio is The charger is controlled so as to reach the first predetermined power storage ratio, and when the temperature reaches a predetermined temperature or more before the power storage ratio reaches the first predetermined power storage ratio, the secondary battery is charged. There may be any so long as it controls the charging unit to be limited. As "abnormality diagnosis means", when the storage ratio SOC of the battery 50 reaches the target storage ratio SOC * or higher and the charge control is terminated, or during the execution of the charge control, the battery temperature Tb reaches the threshold Tbref or more and the charge control is stopped. Sometimes, the number of times the system is turned on since the last time the abnormality diagnosis was performed is not limited to that in which the abnormality diagnosis of the electrical component is performed when the number n of post-diagnosis activations is equal to or greater than the predetermined number nref. Limiting the charging of the secondary battery when the storage ratio reaches a second predetermined storage ratio equal to or lower than the first predetermined storage ratio, such as performing an abnormality diagnosis of an electrical component regardless of the number of activations n When this is done, it may be anything as long as it performs an abnormality diagnosis of a predetermined electrical component that operates using electric power. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 30 planetary gear, 32 drive shaft, 38 differential gear, 39a, 39b drive wheel, 39c, 39d Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 44 High voltage system power line, 50 High voltage battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery (Battery ECU), 54 low voltage system power line, 55 low voltage battery, 56 DC / DC converter, 57 relay, 58 power cord, 59 connection detection sensor, 60 charger, 62 AC / DC converter, 4 DC / DC converter, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Tsu torr valve position sensor, 148 an air flow meter, 149 temperature sensor, 150 a variable valve timing mechanism, 152 EGR tube, 154 EGR valve, 156 temperature sensor, 220 an electric vehicle, MG1, MG2 motor.

Claims (6)

An automobile that travels using power from an electric motor,
A secondary battery capable of exchanging electric power with the electric motor;
A charger connected to an external power source to charge the secondary battery using power from the external power source;
A power storage ratio detecting means for detecting a power storage ratio as a ratio with respect to the total capacity of the power storage amount stored in the secondary battery;
Temperature detecting means for detecting the temperature of the secondary battery;
When the charger is connected to the external power source when the system is off, the secondary battery is charged and the charger is controlled so that the detected storage ratio becomes a first predetermined storage ratio, and the detected Charge control means for controlling the charger so that charging to the secondary battery is restricted when the detected temperature reaches a predetermined temperature or higher before the storage ratio reaches the first predetermined storage ratio. ,
When the detected power storage ratio reaches a second predetermined power storage ratio that is equal to or lower than the first predetermined power storage ratio and when charging to the secondary battery is restricted by the charge control means, electric power is used. An abnormality diagnosis means for performing an abnormality diagnosis of a predetermined electrical component that operates;
Automobile equipped with. The automobile according to claim 1,
The abnormality diagnosis unit is a unit that does not perform abnormality diagnosis of the predetermined electrical component when a predetermined period has not elapsed since the previous abnormality diagnosis of the electrical component was performed.
Car. The automobile according to claim 1 or 2,
The abnormality diagnosing means is means for diagnosing abnormality of the predetermined electrical component using electric power from at least one of the external power source and the secondary battery.
Car. The automobile according to any one of claims 1 to 3,
The charging control unit stops charging the secondary battery when the detected temperature reaches the predetermined temperature or more before the detected storage ratio reaches the first predetermined storage ratio. Means for controlling the charger,
Car. The automobile according to any one of claims 1 to 4, wherein
An internal combustion engine,
The predetermined electrical component includes an electrical component used for controlling the internal combustion engine.
Car. An electric motor that outputs driving power, a secondary battery capable of exchanging electric power with the electric motor, a charger that is connected to an external power source and charges the secondary battery using electric power from the external power source, An abnormality diagnosis method for diagnosing abnormality of a predetermined electrical component that operates using electric power in an automobile comprising:
When the charger is connected to the external power source when the system is off, the storage ratio as a ratio of the storage amount charged in the secondary battery and stored in the secondary battery is the first predetermined storage The charger is controlled so as to have a ratio, and when the temperature of the secondary battery reaches a predetermined temperature or more before the storage ratio of the secondary battery reaches the first predetermined storage ratio, Controlling the charger to limit charging,
When the storage ratio of the secondary battery reaches a second predetermined storage ratio that is equal to or lower than the first predetermined storage ratio and when charging to the secondary battery is restricted, abnormality diagnosis of the predetermined electrical component Do,
An abnormality diagnosis method characterized by the above.

Images