JP2012016223A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle system which not only charges secondary batteries fully but also prevents the batteries from being erroneously determined that overcharge failure occurs after the system starting up (after the batteries are charged), due to the detection error of sensors.SOLUTION: At first starting of the system after high voltage batteries are charged to reach a level that is fully charged voltage Vb*, (S210), taking into consideration a power input/output to or from a motor due to control error and a power consumption of whole auxiliary units while a zero-torque control that controls the motor so as not to output torque from the motor is performed, and defining a required time tre as the time taken until a voltage of each cell of high voltage batteries reaches a value less than a lower limit threshold by the maximum voltage of the detection error of the over-voltage sensor lower than an over-voltage determination voltage Vsref, and then until the operation time runs beyond the required time tre after the system starting up, the determination of the overcharge failure for the high voltage batteries is not performed even when an over-voltage determination signal Vo from the over-voltage sensor is on, (S250-S350).

Description

  The present invention relates to a vehicle, and in particular, an electric motor capable of inputting / outputting driving power, braking force applying means capable of applying a braking force to the vehicle, a secondary battery capable of exchanging electric power with the motor, and driving. When the required driving force is a braking force when the motor is controlled to drive with the driving force based on the required driving force and the charging of the secondary battery should not be restricted, the regenerative driving of the motor is required. The motor and the braking force applying means are controlled so that the braking force based on the driving force acts on the vehicle, and when the required driving force is the braking force when charging is limited, the motor is controlled so that power input / output from the motor is limited. And a control means for controlling the braking force applying means so that the braking force based on the required driving force acts on the vehicle.

  Conventionally, this type of vehicle includes an electric motor as a driving force source, a power storage unit as an assembled battery composed of a plurality of battery blocks, a converter that boosts power from the power storage unit and supplies the electric power to the motor, and an external power source. And charging the power storage unit using the electric power of the battery, and deriving the allowable charge power based on the SOC of the battery block having the largest SOC among the plurality of battery blocks, and the derived allowable charge power is derived from an external power source. There has been proposed one that terminates the charging of the power storage unit when it becomes equal to or less than the actual power supply value (see, for example, Patent Document 1). In this vehicle, when there is a possibility that the battery block is overcharged due to the characteristic variation between the battery blocks of the power storage unit, the overcharging of the power storage unit is suppressed by immediately terminating the charging. .

JP 2009-044930 A

  In such a vehicle, the determination of the overcharge abnormality of the secondary battery is often performed when the open terminal voltage of the secondary battery is higher than the determination voltage that can be determined as the overcharge abnormality. However, since the overvoltage sensor that determines the overcharge abnormality of the secondary battery has detection errors due to manufacturing errors and temperature characteristics, when the system is started after charging the secondary battery, the temperature when the secondary battery is fully charged If the temperature at the time of system startup is different from the temperature at the time of system startup, even if the charge completion voltage for judging the completion of charging of the secondary battery is set to a voltage slightly lower than the judgment voltage, the system startup is caused by the detection error due to the temperature characteristics of the overvoltage sensor There is a case where it is later determined that the overcharge is abnormal. In order to suppress this, it is conceivable to set the charging completion voltage low, but in this case, the secondary battery cannot be charged so that the performance of the secondary battery is sufficiently exhibited.

  The vehicle according to the present invention sufficiently charges the secondary battery and suppresses the erroneous determination that the secondary battery is overcharged abnormally due to a detection error of the sensor after the system is started after the secondary battery is charged. The main purpose.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
An electric motor capable of inputting / outputting driving power, a braking force applying means capable of applying a braking force to the vehicle, a secondary battery capable of exchanging electric power with the electric motor, and driving based on a required driving force required for traveling The electric motor is controlled so as to travel by force, and when the required driving force is a braking force when the charging of the secondary battery is not restricted, when the required driving force is a braking force, the regenerative driving of the electric motor is accompanied by the required driving force. The motor and the braking force applying means are controlled so that a braking force based on the vehicle acts on the vehicle, and when the required driving force is a braking force at the time of charging limitation, input / output of power from the motor is limited. Control means for performing power limit control for controlling the electric motor and controlling the braking force applying means so that a braking force based on the required driving force acts on the vehicle,
An overvoltage state detection sensor for detecting an overvoltage state in which the voltage of the secondary battery is higher than a predetermined determination voltage;
Charging means for charging the secondary battery using the power from the external power supply until the voltage of the secondary battery reaches a charge completion voltage lower than the determination voltage when connected to an external power supply in a system-off state ,
When the overvoltage state is detected by the overvoltage state detection sensor when the secondary voltage is not the first time after the system is first started after the secondary battery is charged to the charging completion voltage by the charging means, the secondary battery is It is determined that there is an overcharge abnormality, and at the first start after the charging, the vehicle is mounted with power limiting control power that is input / output by the motor due to a control error when the power limiting control is executed. In consideration of the power consumption of the auxiliary machine, it is determined as the time required for the voltage of the secondary battery to reach the lower limit determination voltage lower than the determination voltage by the detection error of the overvoltage state detection sensor from the charging completion voltage. The secondary battery is overcharged even when the overvoltage state is detected by the overvoltage state detection sensor until the required time has elapsed since the system startup. Overcharge that does not determine that the battery is abnormal and determines that the secondary battery is abnormally overcharged when the overvoltage state is detected by the overvoltage state detection sensor after the required time has elapsed since system startup. An abnormality determination means;
It is a summary to provide.

  In the vehicle according to the present invention, the first time after the system is first started after the secondary battery is charged to a charging completion voltage lower than a predetermined determination voltage by the charging means using the power from the external power source in the system off state. When not starting, when the overvoltage state is detected by the overvoltage state detection sensor, it is determined that the secondary battery is abnormally overcharged. On the other hand, at the time of first activation after charging, power at the time of power limit control, which is power input / output by the motor due to a control error when executing power limit control to control the motor so that power input / output from the motor is limited Taking into account the power consumption of the auxiliary equipment mounted on the vehicle and the time required for the voltage of the secondary battery to reach the lower limit judgment voltage lower than the judgment voltage by the detection error of the overvoltage state detection sensor from the judgment voltage. Until the time required for the system has elapsed since the system startup, even if an overvoltage condition is detected by the overvoltage status detection sensor, it is not determined that the secondary battery is overcharged, and the required time has elapsed since the system startup. Thereafter, when an overvoltage state is detected by the overvoltage state detection sensor, it is determined that the secondary battery is overcharged abnormally. In other words, the required time is determined in consideration of the power at the time of power limit control and the power consumption of the auxiliary machine, and at the first startup after charging, the overvoltage state is detected by the overvoltage state detection sensor until the required time has elapsed since the system startup. Even when the rechargeable battery is being used, it is determined that the secondary battery is not overcharged abnormally. As a result, an overcharge abnormality is erroneously determined after the system is started even though the overcharge abnormality is not determined when the secondary battery is fully charged due to a manufacturing error of the overvoltage state detection sensor or a detection error due to temperature characteristics. Can be deterred. As a result, since it is not necessary to set the charge completion voltage so low as compared with the determination voltage, the secondary battery can be charged so that the performance of the secondary battery is sufficiently exhibited. In addition, when the required driving force is the braking force at the time of charging limitation, even when power limitation control is executed without regenerative driving of the electric motor, power at the time of power limitation control due to the control error is supplied to the secondary battery side Therefore, the required time can be determined more appropriately by determining the required time in consideration of not only the power consumption of the auxiliary machine but also the power during the power limit control. Of course, if the overvoltage condition is detected by the overvoltage condition detection sensor, the secondary battery will immediately overload when it is not the first activation time after charging, or after the required time has elapsed since the system activation, even at the first activation after charging. By determining that the charging is abnormal, it is possible to quickly determine (determine) the overcharging abnormality of the secondary battery. Here, the “overvoltage state” can be a state in which the voltage of the secondary battery is higher than a predetermined determination voltage for determining overcharge of the secondary battery.

  In such a vehicle of the present invention, the required time is the amount of electric power corresponding to the difference between the allowable voltage as the upper limit voltage that temporarily allows the secondary battery voltage to exceed the determination voltage and the charging completion voltage. When the execution of the power limit control is continued based on the relationship between a certain allowable power amount, the power during the power limit control, and the power consumption of the auxiliary machine, the voltage of the secondary battery is changed from the charge completion voltage. Based on the first time assumed to be required to reach the allowable voltage and the power consumption of the auxiliary device, it is assumed that the voltage of the secondary battery is required to reach the lower limit determination voltage or less from the allowable voltage. It is also possible that the time is determined as the sum of the second time and the second time. Here, when the execution of the power limiting control is continued, it includes a time when the vehicle travels on a downhill road at the first activation after charging. When driving downhill roads, it is easy to suppress the accelerator operation, and it is preferable to suppress the charging of the secondary battery at the first startup after charging. In this situation, it is considered that the braking request is likely to continue because the state where neither the braking operation nor the braking operation is performed, and the required time is determined as the sum of the first time and the second time. The required time can be determined by simplifying

  Further, in the vehicle of the present invention, the charge restriction time may include a time until the required time elapses from the system activation at the first activation after the charging.

  Further, in the vehicle according to the present invention, the overcharge abnormality determining means is configured to determine a predetermined charging current for charging the secondary battery even after the required time has elapsed since the system startup at the first startup after the charging. When it is confirmed that the current is exceeded, the secondary battery may be a means for determining that the secondary battery is overcharged abnormally. It is means for determining that the secondary battery is overcharged when it is confirmed that the integrated value of the charging current charged in the secondary battery exceeds a predetermined value even before the secondary battery has elapsed. The voltage of the secondary battery exceeds the allowable voltage even after the required time elapses from the system startup at the first startup after the charging. When confirmed, the secondary battery is means determines that overcharge abnormality may be a thing. In these cases, the determination (determination) of the overcharge abnormality of the secondary battery can be performed at an earlier timing. In the vehicle of the present invention of these aspects, the boost converter capable of boosting the electric power from the secondary battery and supplying the boosted electric power to the electric motor, and until the required time elapses after starting the system at the first start after the charging. When the secondary battery is determined to be abnormally overcharged by the overcharge abnormality determining means, a boost control means for controlling the boost converter so that the boost converter is shut down may be provided. In this way, charging to the secondary battery can be suppressed.

  Alternatively, in the vehicle of the present invention, three rotating elements are connected to three axes of an internal combustion engine, a generator, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driving shaft connected to driving wheels. A planetary gear mechanism, wherein the electric motor is connected to the drive shaft, and is required from the system start-up at the time of the first start after the charge or at the first start after the charge by the overcharge abnormality determining means. When it is determined that the secondary battery is overcharged after a lapse of time, the internal combustion engine, the generator, and the electric motor are controlled so as to travel without charging or discharging the secondary battery. It can also be a means. If it carries out like this, it can drive | work even when the overcharge abnormality of a secondary battery is determined.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a block diagram of the electrical machinery drive system containing motor MG1, MG2. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input-output restrictions Win and Wout. An example of the relationship between the storage ratio SOC of the high-voltage battery 50 and the correction coefficients of the input / output limits Win and Wout is shown. 4 is a flowchart showing an example of a charge control routine executed by a hybrid electronic control unit 70. 7 is a flowchart showing an example of an overcharge abnormality determination processing routine executed by the hybrid electronic control unit 70. 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, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and motors MG1 and MG2 are driven. Inverters 41 and 42, a brake actuator 92 for controlling the brakes of the drive wheels 39a and 39b and driven wheels (not shown), a high voltage battery 50, and a power line to which the inverters 41 and 42 are connected (hereinafter referred to as high voltage). System power line) 54a and a system main relay 56 to which the high voltage battery 50 is connected. A boost converter 55 connected to a line (hereinafter referred to as a battery voltage system power line) 54b to boost the power from the high voltage battery 50 and supply it to the high voltage system power line 54a, and a low voltage system auxiliary machine 47 are connected. The low voltage battery 48 connected to the power line (hereinafter referred to as “low voltage system power line”) 54c and the DC / DC supplied to the low voltage system power line 54c by stepping down the power from the battery voltage system power line 54b. A DC converter 49, 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 70 that controls the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor that detects the crank angle of the crankshaft 26 of the engine 22. 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. 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 a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor including a rotor having a permanent magnet attached to the outer surface and a stator around which a three-phase coil is wound. As shown in the block diagram of the electric drive system including the motors MG1 and MG2 in FIG. 2, the inverters 41 and 42 are in reverse directions to the six transistors T11 to T16 and T21 to 26 and the transistors T11 to T16 and T21 to T26. 6 diodes D11 to D16, D21 to D26 connected in parallel. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 is on the source side and the sink side with respect to the positive and negative buses shared as the high voltage system power line 54a. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the on-time ratio of the transistors T11 to T16 and T21 to T26 that make a pair in a state where a voltage is acting between the positive electrode bus and the negative electrode bus, The motors MG1 and MG2 can be rotationally driven. Since the inverters 41 and 42 share the positive electrode bus and the negative electrode bus, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive and negative buses. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2, the inverter temperature from the temperature sensor attached to the inverters 41 and 42, and the like are input, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. Has been. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in a reverse direction, and a reactor L. . The two transistors T31 and T32 are connected to the positive and negative buses of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, the positive electrode terminal and the negative electrode terminal of the high-voltage battery 50 are connected to the reactor L and the negative electrode bus, respectively. Therefore, the DC power of the high-voltage battery 50 is boosted by supplying on / off control to the transistors T31 and T32 and supplied to the inverters 41 and 42, or the DC voltage acting on the positive and negative buses is lowered. Can be charged. A smoothing capacitor 58 is connected to the reactor L and the negative electrode bus.

  The high voltage battery 50 is configured as a secondary battery in which a plurality of battery modules formed by connecting a plurality of cells configured as lithium ion batteries or the like in series are connected in series. ECU) 52). 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 51 a installed between the terminals of the high voltage battery 50, a current attached to the output terminal of the high voltage battery 50. Charge / discharge current Ib from sensor 51b (a positive value when discharging from high-voltage battery 50), battery temperature Tb from temperature sensor 51c attached to high-voltage battery 50, at least of a plurality of cells constituting high-voltage battery 50 An overvoltage determination signal Vo from an overvoltage sensor 51d that is turned on when one voltage is higher than a predetermined overvoltage determination threshold Vsref for determining an overcharge abnormality of the high-voltage battery 50 is input. Electronic control unit for hybrid by communicating data on the state of the high voltage battery 50 And outputs it to 0. Further, in order to manage the high voltage battery 50, the battery ECU 52 calculates a current integrated value Ibint, which is an integrated value from the system activation of the charge / discharge current Ib detected by the current sensor 51b, or is detected by the current sensor 51b. Based on the integrated value of the charging / discharging current Ib, the storage ratio SOC, which is the ratio of the storage amount stored in the high voltage battery 50 to the total capacity (storage capacity), is calculated, or the calculated storage ratio SOC and the battery temperature Tb Based on the above, the input / output limits Win and Wout, which are the maximum allowable power that may charge and discharge the high-voltage battery 50, are calculated. 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. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the storage ratio SOC of the high-voltage battery 50 and the correction coefficients of the input / output limits Win, Wout. As can be seen from FIG. 4, the input limit Win of the high-voltage battery 50 is set such that the absolute value becomes smaller (the limit is strengthened) as the power storage rate SOC is higher in a region where the power storage rate SOC is higher. The output limit Wout is set such that the absolute value becomes smaller (the limit is strengthened) as the power storage rate of the high voltage battery 50 is lower in the region where the power storage rate SOC is lower.

  The brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a to 96d are adjusted so as to act on the driven wheels 39b and the driven wheels (not shown), and the braking torques are applied to the drive wheels 39a and 39b and the driven wheels regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. Hereinafter, a case where a braking force is applied to the drive wheels 39a and 39b and a driven wheel (not shown) by the operation of the brake actuator 92 is referred to as a hydraulic brake. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the drive wheels 39a and 39b and the driven wheel and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). When the driver depresses the brake pedal 85, an anti-lock brake system function (ABS) that prevents any of the driving wheels 39a, 39b or the driven wheels from slipping due to locking, or when the driver depresses the accelerator pedal 83 Traction control (TRC) for preventing any one of the drive wheels 39a and 39b from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, and the like are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The charger 60 is connected to the battery voltage system power line 54b via a relay 62, and converts an AC power from an external power source supplied via a power cord 68 into a DC power, and an AC / DC converter 66. A DC / DC converter 64 that converts the voltage of the DC power from the AC / DC converter 66 and supplies the converted voltage to the battery voltage system power line 54b.

  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. The hybrid electronic control unit 70 includes a voltage VH of the capacitor 57 from the voltage sensor 57a attached between the terminals of the capacitor 57, a voltage VL of the capacitor 58 from the voltage sensor 58a attached between the terminals of the capacitor 58, and a power source. A shift detection position from a shift position sensor 82 that detects a connection detection signal from a connection detection sensor 69 that detects whether the cord 68 is connected to an external power source, an ignition signal from the ignition switch 80, and an operation position of the shift lever 81 SP, accelerator pedal position Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83, brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, vehicle speed center And a vehicle speed V from 88 is input via the input port. From the hybrid electronic control unit 70, a switching control signal to the boost converter 55, a drive signal to the system main relay 56 and the relay 62, a switching control signal to the AC / DC converter 66, to the DC / DC converters 49 and 64. The switching control signal is output through the 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.

  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. The hybrid electronic control unit 70 is first driven for traveling in accordance with the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * required for the ring gear shaft 32a as the shaft is set. When the requested torque Tr * is a drive torque (a torque of 0 or more) and the vehicle travels while operating the engine 22, the rotational speed Nr of the ring gear shaft 32a as a drive shaft (for example, the requested torque Tr *) Multiplying the rotational speed obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 and the rotational speed obtained by multiplying the vehicle speed V by a conversion factor), the traveling power Pdrv required for traveling is calculated. To do. Next, the charge / discharge required power Pb * for charging / discharging the high voltage battery 50 based on the storage rate SOC of the high voltage battery 50 (a positive value when discharging from the high voltage battery 50), the traveling power Pdrv, and the loss Loss Is calculated as the sum of the required power Pe * to be output from the engine 22 and the engine 22 can be operated efficiently. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set using the calculated required power Pe *. 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. When the torque command Tm1 * is set and the motor MG1 is driven with the torque command Tm1 *, the torque acting on the ring gear shaft 32a as the drive shaft is reduced from the required torque Tr * via the power distribution and integration mechanism 30 to further reduce the reduction gear. The torque command Tm2 * of the motor MG2 is set by dividing by the gear ratio Gr of 35. 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, the transistors T11 to T11 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. 16, T21 to T26 are switching-controlled. Hereinafter, such traveling is referred to as hybrid traveling.

  Further, when the hybrid electronic control unit 70 travels in a state where the operation of the engine 22 is stopped when the required torque Tr * is the drive torque, the hybrid electronic control unit 70 is within the range of the input / output limits Win and Wout of the high-voltage battery 50, A value 0 is set in the torque command Tm1 * of the motor MG1, and a torque obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set in 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 transistors T11 to 16 and T21 to T26 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.

  Further, the hybrid electronic control unit 70 determines that when the required torque Tr * is the braking torque (torque having a value of 0 or less) (when the vehicle speed V is higher than the vehicle speed range in which the creep torque is to be output), the accelerator pedal 83 and the brake pedal 85. Are not depressed or when the brake pedal 85 is depressed), it is determined whether or not the charging of the high-voltage battery 50 should be restricted. Here, when charging is limited, it is assumed that the absolute value of the input limit Win of the high-voltage battery 50 is close to the value 0, or a charging completion flag Fch, which will be described later, is a value 1 (in the embodiment, first activation after charging) Or when the required time tre has not elapsed since the system startup. When it is not at the time of charging limitation, a value 0 is set in the torque command Tm1 * of the motor MG1 and the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 and the input limitation Win of the high-voltage battery 50 are set in the motor MG2. The larger value (the smaller absolute value) of the values divided by the rotational speed Nm2 is set as the torque command Tm2 * of the motor MG2, and the torque command Tm2 * of the motor MG2 is multiplied by the gear ratio Gr of the reduction gear 35 Is set as the brake torque Tb * required for the hydraulic brake when the value obtained by subtracting the required torque Tr * is converted to the ring gear shaft 32a as the drive shaft, and the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 The brake torque Tb * is transmitted to the brake ECU 94 while being transmitted to the motor ECU 40. On the other hand, when charging is limited, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to a value 0, the required torque Tr * is set as the brake torque Tb *, and the torque commands Tm1 * of the motors MG1 and MG2 are set. , Tm2 * are transmitted to the motor ECU 40 and the brake torque Tb * is transmitted to the brake ECU 94. Upon receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control on the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The brake ECU 94 that has received the torque Tb * drives and controls the brake actuator 92 so that the braking force by the brake wheel cylinders 96a to 96d becomes a torque corresponding to the brake torque Tb * when converted to the ring gear shaft 32a. When the required torque Tr * is a braking torque, the control of the motors MG1 and MG2 and the brake actuator 92 causes a torque (regenerative torque) output from the motor MG2 to be the braking torque that becomes the required torque Tr * when converted to the ring gear shaft 32a. Torque) and braking force by the brake wheel cylinders 96a to 96d can be applied to the vehicle. When at least one of the torque commands Tm1 * and Tm2 * is 0, the motor ECU 40 switches the corresponding inverter transistor so that torque is not output from the motor corresponding to the torque command (d-axis current flows). Execute the zero torque control to be controlled. When executing this zero torque control, theoretically, torque from the target motor is not considered unless control errors (detection delay or detection error by the sensor that detects the state of the target motor, calculation delay by the motor ECU 40, etc.) are taken into consideration. Although it is not output, in reality, a slight torque (powering torque or regenerative torque) is output from the target motor due to a control error, and when the torque is the regenerative torque, the electric power corresponding to the torque is a high voltage. It is supplied to the battery voltage system power line 54b via the system power line 54a and the boost converter 55. In parallel with the control of the motors MG1 and MG2 and the brake actuator 92, the engine ECU 24 controls the engine 22 so that the operation of the engine 22 is stopped when traveling by electric travel, and travel by hybrid travel. When the engine 22 is in operation, the engine 22 is controlled by the engine ECU 24 so that the engine 22 operates independently at the idle speed Nidl.

  In the hybrid vehicle 20 of the embodiment, when the vehicle is stopped at the home or a preset charging point, the power cord 68 is connected to an external power source, and the connection detection sensor 69 detects the connection. The relay 56 and the relay 62 are turned on, the charger 60 is controlled, and the high voltage battery 50 is charged with the 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 68 is connected to an external power source with the vehicle being in a system off state will be described. FIG. 5 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 69 detects the connection between the power cord 68 and the external power source.

  When the charge control routine of FIG. 5 is executed, the CPU 72 of the hybrid electronic control unit 70 first turns on the system main relay 56 and the relay 62 and sets the power set within the range of the input limit Win of the high-voltage battery 50. Execution of charge control for controlling the charger 60 so that the high voltage battery 50 is charged by Wb is started (step S100). Here, the charging control is performed by switching control of the switching elements of the AC / DC converter 66 and the DC / DC converter 64 so that the electric power supplied from the charger 60 to the high voltage battery 50 becomes the electric power Wb. Then, it waits until the inter-terminal voltage Vb of the high-voltage battery 50 reaches the charging completion voltage Vb * for determining the completion of charging (steps S110 and S120), and sets the value 1 to the charging completion flag Fchg (step S130). The DC converter 66 and the DC / DC converter 64 are shut down, the system main relay 56 and the relay 62 are turned off, the charging control is finished (step S140), and this routine is finished. Here, as the charge completion voltage Vb *, a voltage slightly lower than a voltage obtained by multiplying the overvoltage determination threshold Vsref used by the overvoltage sensor 51d by the number of cells Ns is used. The charge completion flag Fchg is set to a value of 1 when the charging is completed, and is set to a value of 0 when the required time tre elapses after the first system activation after the completion of charging by an overcharge abnormality determination processing routine described later. Flag. Therefore, the charge completion flag Fchg is not charged until the inter-terminal voltage Vb reaches the charge completion voltage Vb * even if charging is performed using power from the external power supply (for example, the inter-terminal voltage Vb is equal to the charge completion voltage Vb). The value 0 is held when the connection to the external power supply is released before reaching *.

  Next, a process for determining an overcharge abnormality of the high voltage battery 50 will be described. FIG. 6 is a flowchart showing an example of an overcharge abnormality determination processing routine executed by the hybrid electronic control unit 70. This routine is executed every predetermined time (for example, every several tens msec or every several hundred msec) immediately after the system is started.

  When the overcharge abnormality determination routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first detects the overvoltage determination signal Vo, the inter-terminal voltage Vb of the high voltage battery 50, the charge / discharge current Ib of the high voltage battery 50, the high voltage battery. A process of inputting a current integrated value Ibint, which is an integrated value of 50 charge / discharge currents Ib, and a charge completion flag Fchg (step S200), and a process of checking the value of the input charge completion flag Fchg are executed (step S210). As the overvoltage determination signal Vo, the signal detected by the overvoltage sensor 51d is input from the battery ECU 52 by communication. Further, the voltage Vb between terminals of the high voltage battery 50 and the charge / discharge current Ib detected by the voltage sensor 51a and the current sensor 51b are input by communication from the battery ECU 52, and the current integrated value Ibint of the high voltage battery 50 is A value calculated as an integrated value of the charge / discharge current Ib from the system startup is input from the battery ECU 52 by communication. Further, the charge completion flag Fchg is set later when the charge is completed by the charge control routine (value 1) or after the first system activation after the completion of charging by this routine (hereinafter referred to as initial activation after charging). The set value (value 0) is input when the required time tre has elapsed.

  When the charge completion flag Fchg is 0, the overvoltage determination signal Vo is checked (step S220). When the overvoltage determination signal Vo is off, it is determined that the high voltage battery 50 is not overcharged abnormally, and this routine is terminated. When the signal Vo is on, it is determined that the high voltage battery 50 is overcharged abnormally, and an overcharge abnormality is output as a diagnosis (step S230), and the engine 22 and the motors MG1, MG2 are driven so that the high voltage battery 50 travels without being charged / discharged. The process shifts to battery-less running for controlling (step S240), and this routine ends. When the overcharge abnormality is output as a diagnosis, the hybrid vehicle 20 according to the embodiment turns on an abnormality lamp provided near the driver's seat. In battery-less running, for example, the system main relay 56 is turned off to disconnect the high voltage battery 50 from the battery voltage system power line 54b. In this state, power from the engine 22 is generated by the motor MG1 and the generated power is used. Then, the engine 22 and the motors MG1 and MG2 are controlled so that power is output from the motor MG2 to the ring gear shaft 32a as a drive shaft. Accordingly, the vehicle can travel even when an overcharge abnormality of the high voltage battery 50 is output. Note that when an overcharge abnormality is output during the electric running, the engine 22 is motored by the motor MG1 and started, and then the system main relay 56 is turned off to perform the batteryless running.

  When the charge completion flag Fchg is 1 in step S210, an auxiliary machine power increase command for increasing the power consumption of the entire auxiliary machine mounted on the vehicle is output (step S250). When the auxiliary machine power increase command is output, in the hybrid vehicle 20 of the embodiment, a battery voltage system auxiliary machine (not shown) connected to the battery voltage system power line 54b (for example, an air conditioner that performs air conditioning of the passenger compartment) Low-voltage auxiliary equipment connected to the low-voltage power line 54c (for example, a pump for feeding pressure, a radiator for pumping cooling water used for cooling lights, sound equipment, defogger, motors MG1, MG2, inverters 41, 42, etc.) (For example, a fan that blows air to the high-voltage battery 50). 47) Increases the power consumption of an irrelevant auxiliary device (for example, a pump for pumping or a fan) that does not give the driver a sense of incongruity. Auxiliary power increase processing is performed to increase the power consumption of the entire auxiliary machine by setting the rotational speed of the pump for pumping and the fan to the maximum rotational speed). This is because, for the first time after charging, discharge from the high-voltage battery 50 is promoted, or zero torque control power Pzt, which is power input / output by the motors MG1 and MG2 due to a control error when performing zero torque control, etc. This is to suppress charging of the high-voltage battery 50 caused by the above. Hereinafter, the power consumption of the entire auxiliary machine during execution of this auxiliary machine power increase process is referred to as an increased auxiliary machine power Ph.

  Subsequently, it is determined whether or not the required time tre has elapsed since the system was started (step S260). Here, the required time tre is a threshold in which the voltage of each cell of the high-voltage battery 50 is lower than the overvoltage determination threshold Vsref by the maximum voltage ΔVs of the detection error caused by the manufacturing error and temperature characteristics of the overvoltage sensor 51d at the first activation after charging. This time is determined as the time required to reach the lower limit Vsreflo (= Vsref−ΔVs). In the embodiment, the time is determined in consideration of the zero torque control power Pzt, the increase auxiliary power Ph, and the like. Specifically, when driving on a downhill road, it is easy for the driver to suppress the depression of the accelerator pedal 83, and it is preferable to suppress the charging of the high voltage battery 50 at the first activation after charging. Considering that it is easy to continue the execution of zero torque control when traveling on a slope, this situation is simplified, and when the execution of zero torque control is continued, the voltage of each cell of the high voltage battery 50 becomes the charge completion voltage Vb *. The rise time t1 that is assumed to be required to rise from the charge completion cell voltage Vs *, which is the voltage divided by the number of cells Ns, to reach the allowable cell voltage Vslim that is slightly higher than that, and for each cell of the high-voltage battery 50 The sum of the decrease time t2 that is assumed to be required for the voltage to decrease from the allowable cell voltage Vslim to reach the threshold lower limit Vsreflo or less is the required time tre. It was what was determined in. Here, the allowable cell voltage Vslim is an upper limit voltage that temporarily allows the voltage of each cell of the high-voltage battery 50 to exceed the overvoltage determination threshold Vsref, and is determined by the characteristics of the high-voltage battery 50 and the like. Further, the rising time t1 is a zero torque control that is determined in advance by an electric power amount during rising E1 corresponding to a value obtained by multiplying the difference between the allowable cell voltage Vslim and the charging completion cell voltage Vs * by the number of cells Ns, and by experiment or analysis. The relationship between the hourly power Pzt, the increase auxiliary power Ph determined in advance by experiment or analysis, and the rise time t1, more specifically, the rise time t1 tends to increase as the rise power amount E1 increases. In addition, the smaller the total power Psum, which is the sum of the increased auxiliary power Ph and the zero torque control power Pzt (the zero torque control power Pzt is larger as the regenerative power, and the total power Psum is the power on the charging side of the high-voltage battery 50) This is a time determined by applying the rising power amount E1 and the total power Psum to the relationship set to tend to shorten the rising time t1.The decrease time t2 is the relationship between the decrease power amount E2, the increase auxiliary power Ph, and the decrease time t2 corresponding to a value obtained by multiplying the difference between the allowable cell voltage Vslim and the threshold lower limit Vsreflo by the number of cells Ns. Specifically, the lower power amount E2 is larger than the lower power amount E2 in relation to the tendency that the lower time t2 is longer and the lower auxiliary power Ph is larger. This time is determined by applying the auxiliary power Ph during the increase.

  When the required time tre has not elapsed since the system startup, the inter-terminal voltage Vb of the high-voltage battery 50 is compared with the threshold value Vbref (step 280), and the absolute value of the charge / discharge current Ib is compared with the threshold value Ibref (step S290). Then, the absolute value of the current integrated value Ibint is compared with the threshold value Ibintref (step S300). Here, the threshold value Vbref, the threshold value Ibref, and the threshold value Ibintref are used for determining overcharge of the high voltage battery 50 separately from the overvoltage sensor 51d, and can be determined according to the type and characteristics of the high voltage battery 50. In the embodiment, the threshold Vbref is a value obtained by multiplying the aforementioned allowable cell voltage Vslim by the number of cells Ns.

  When the voltage Vb between the terminals of the high-voltage battery 50 is equal to or lower than the threshold value Vbref, the absolute value of the charging / discharging current Ib is equal to or lower than the threshold value Ibref, and the absolute value of the current integrated value Ibint is equal to or lower than the threshold value Ibintref, this routine is terminated. In this case, even when the overvoltage determination signal Vo is on, the overcharge of the high voltage battery 50 is not determined (no diagnosis output). As a result, although the overcharge abnormality is not determined at the completion of charging of the high voltage battery 50 due to a manufacturing error of the overvoltage sensor 51d or a detection error due to temperature characteristics, an overcharge abnormality is erroneously detected when the system is started and traveled thereafter. It is possible to suppress the determination. As a result, it is not necessary to set the charge completion voltage Vb * so low as compared with the voltage (Vsref · Ns) obtained by multiplying the overvoltage determination threshold Vsref by the number of cells Ns. For example, the charge completion voltage Vb * is set to the voltage (Vsref · Ns) and the threshold lower limit Vsreflo or the like, and the high voltage battery 50 can be charged so that the performance of the high voltage battery 50 is sufficiently exhibited.

  Then, when this routine is repeatedly executed and the required time tre has elapsed from the system startup in step S260, the charge completion flag Fchg is reset to the value 0 (step S340) and the auxiliary power increase command is canceled to cancel the auxiliary machine power increase command. A machine power increase cancel command is output (step S350), and this routine ends. When the charge completion flag Fchg is set to 0 in this way, the next time this routine is executed, the overcharge abnormality is detected when the charge completion flag Fchg is 0 in step S210 and the overvoltage determination signal Vo is on. Output (steps S220 and S230).

  On the other hand, when the required time tre has not elapsed since the system activation in step S260, the voltage Vb between the terminals of the high voltage battery 50 is higher than the threshold Vbref in steps S280 to S300, or the charge / discharge current Ib of the high voltage battery 50 is When the absolute value is larger than the threshold value Ibref and when the absolute value of the current integrated value Ibint is larger than the threshold value Ibintref, a predetermined time (for example, an execution interval of this routine) defined as a time required to confirm that these states have been reached. It is determined whether or not these states have continued over a period of several times (step S310). If the state has not continued over a predetermined period of time, this routine is terminated as it is and over a predetermined period of time. If it continues, the high-voltage battery 50 determines that an overcharge abnormality has occurred and diagnoses the overcharge abnormality. Force (step S320), shuts down the boost converter 55 (step S330), and terminates this routine. Thus, even when the required time tre has not elapsed since the system activation at the first activation after charging, the inter-terminal voltage Vb, the charge / discharge current Ib, and the current integrated value Ibint of the high voltage battery 50 are replaced with the overvoltage determination signal Vo. The overcharge abnormality of the high voltage battery 50 can be determined by using it. Further, when the overcharge abnormality of the high voltage battery 50 is determined, the boost converter 55 is shut down, whereby further charging of the high voltage battery 50 can be suppressed. In the case of determining an overcharge abnormality of the high-voltage battery 50 when the required time tre has not elapsed since the system activation at the first activation after charging, the regenerative power at zero torque control Pzt is larger than the power assumed in advance. In some cases, the power is increased, or the increased auxiliary power Ph is smaller than the power assumed in advance. Further, even when the boost converter 55 is shut down, power can be supplied from the high voltage battery 50 to the high voltage system power line 54a via the diode D31 of the boost converter 55, so that the vehicle can travel. Further, since the system main relay 56 is not turned off, power can be supplied to the low voltage system power line 54c.

  According to the hybrid vehicle 20 of the embodiment described above, the high voltage battery 50 is charged to the charge completion voltage Vb * lower than the voltage obtained by multiplying the overvoltage determination voltage Vsref by the number of cells by the charger 60 using the power from the external power source. At the time of initial startup after charging, when the system is first started after the first charging, power during zero torque control, which is power input / output by the motor MG2 due to a control error during execution of zero torque control for controlling the motor MG2 so that torque is not output from the motor MG2. The voltage of each cell of the high-voltage battery 50 is determined by the overvoltage sensor 51d from the overvoltage determination voltage Vsref in consideration of Pzt and the increased auxiliary power Ph that is the power consumption of the entire auxiliary machine that is executing the auxiliary power increasing process. Defined as the time required to reach the threshold lower limit Vsreflo below the maximum voltage ΔVs of the detection error. Until the required time tre elapses from the start of the system, even if the overvoltage determination signal Vo from the overvoltage sensor 51d is on, the overcharge abnormality of the high voltage battery 50 is not determined. It can be prevented that the overvoltage determination signal Vo is turned on due to the detection error of the overvoltage sensor 51d after the system is started up after being charged until the high voltage battery 50 is erroneously determined to be overcharged abnormally. As a result, the charging completion voltage Vb * does not have to be set so low as compared to the voltage obtained by multiplying the overvoltage determination threshold Vsref by the number of cells Ns. Can be charged. Of course, the high-voltage battery 50 is overcharged immediately when the overvoltage determination signal Vo from the overvoltage sensor 51d is on after the time tre has elapsed since the system activation at the first activation after charging or after the initial activation after charging. Therefore, the overcharge abnormality of the high voltage battery 50 can be promptly determined (determined). Further, when the diagnosis is not performed for the first time after charging or when the overcharge abnormality diagnosis is output after the required time tre has elapsed since the system activation at the first activation after charging, the engine 22 is configured to run without being charged / discharged. And the motors MG1 and MG2 are shifted to battery-less travel, so that travel can be performed even after the diagnosis output.

  Further, according to the hybrid vehicle 20 of the embodiment, when the initial system is activated after charging, even when the required time tre has not elapsed since the system activation, the voltage Vb between the terminals of the high voltage battery 50 is higher than the threshold value Vbref or the high voltage. When it is confirmed that the absolute value of the charge / discharge current Ib of the battery 50 is larger than the threshold value Ibref and the absolute value of the current integrated value Ibint is larger than the threshold value Ibintref, it is determined that the high-voltage battery 50 is overcharged and overcharged. Since the abnormality is output as a diagnosis, it is possible to determine the overcharge abnormality of the high-voltage battery 50 at an earlier timing. In addition, when an overcharge abnormality is output as a diagnosis based on the inter-terminal voltage Vb of the high voltage battery 50, the charge / discharge current Ib, and the current integrated value Ibint, the boost converter 55 is shut down, so that the high voltage battery 50 is further charged. Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the required time tre has not elapsed since the system startup and the overvoltage signal Vo is on at the first startup after charging, the power consumption of the entire auxiliary machine is increased by increasing the power consumption of the irrelevant auxiliary machine. The auxiliary power increase process for increasing the power is executed, but the auxiliary power increase process may not be executed.

  In the hybrid vehicle 20 of the embodiment, even when the required time tre has not elapsed since the system activation at the first activation after charging, the inter-terminal voltage Vb, the charge / discharge current Ib, and the current integrated value Ibint of the high-voltage battery 50 are used. Although it has been determined whether or not the high voltage battery 50 is abnormally overcharged, only a part of these may be used to determine whether or not the high voltage battery 50 is abnormally overcharged. The determination may not be performed.

  In the hybrid vehicle 20 of the embodiment, the charging completion flag Fchg is reset to 0 when the required time tre elapses from the system activation at the first activation after charging. However, the necessary time tre elapses after the system activation. Even when not, the charge completion flag Fchg may be reset to 0 when the overvoltage determination signal Vo from the overvoltage sensor 51d is off. If it carries out like this, the determination whether the high voltage battery 50 is overcharge abnormality based on the overvoltage determination signal Vo from the overvoltage sensor 51d can be started at an earlier timing.

  In the hybrid vehicle 20 according to the embodiment, when the diagnosis is not performed for the first time after charging or when the overcharge abnormality diagnosis is output after the required time tre has elapsed from the system activation at the first activation after charging, the system main relay 56 is turned off and the battery is turned off. Although it is assumed that the vehicle travels with less travel, the system may be turned off.

  In the power supply device mounted on the hybrid vehicle 20 of the embodiment, the voltage Vb between terminals of the high-voltage battery 50, the charge / discharge current Ib, and the current integrated value Ibint when the required time tre has not elapsed since the system startup at the first startup after charging. When the overcharge abnormality diagnosis is output, the boost converter 55 is shut down. However, the boost converter 55 may not be shut down by applying a method in which the high voltage battery 50 is not charged.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 39c and 39d in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  The hybrid vehicle 20 of the embodiment includes an engine 22 and a motor MG1 connected to a ring gear shaft 32a as a drive shaft via a power distribution and integration mechanism 30, and a motor MG2 connected to the ring gear shaft 32a. However, as exemplified in the electric vehicle 220 of the modified example of FIG. 8, 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 hybrid vehicle or an electric vehicle, It is good also as forms of vehicles other than a motor vehicle.

  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 “electric motor”, the brake actuator 92, the brake wheel cylinders 96a to 96d, the brake ECU 94 correspond to “braking force applying means”, and the high voltage battery 50 corresponds to “secondary battery”. The motor MG2 is controlled so that the motor MG2 is driven by the torque command Tm2 * based on the required torque Tr *, and when the required torque Tr * is the braking torque when the charging of the high-voltage battery 50 is not limited. The motor MG2 and the brake actuator 92 are controlled so that the required torque Tr * acts on the vehicle with the regenerative drive of the motor MG2, and no torque is output from the motor MG2 when the required torque Tr * is the braking torque when charging is limited. Executes zero torque control to control motor MG2 and requests torque The hybrid electronic control unit 70 that controls the brake actuator 92 so that Tr * acts on the vehicle, the motor ECU 40, and the brake ECU 94 correspond to “control means”, the overvoltage sensor 51d corresponds to “overvoltage state detection sensor”, A charger 60 connected to an external power source and capable of charging the high-voltage battery 50, and when charging the high-voltage battery 50, the voltage Vb between the terminals of the high-voltage battery 50 is set as a voltage lower than the voltage obtained by multiplying the overvoltage determination threshold Vsref by the number of cells Ns. The hybrid electronic control unit 70 that executes the charging control routine of FIG. 5 for charging up to the completed charging completion voltage Vb * corresponds to “charging means”, and is performed by the charger 60 using electric power from an external power source. Charging that first starts the system after charging the high-voltage battery 50 to the charge completion voltage Vb * If the overvoltage determination signal Vo from the overvoltage sensor 51d is on when it is not at the first activation time, it is immediately determined that the high voltage battery 50 is overcharged abnormally. In consideration of the zero torque control power Pzt that is input / output by the motor MG2 and the increased auxiliary power Ph that is the power consumption of the entire auxiliary machine that is increasing the power consumption of the entire auxiliary machine Thus, the time required for the voltage of each cell of the high-voltage battery 50 to be equal to or lower than the threshold lower limit Vsreflo lower than the overvoltage determination voltage Vsref by the maximum voltage ΔVs of the detection error caused by the manufacturing error and temperature characteristics of the overvoltage sensor 51d is determined. Until the time tre elapses from the start of the system, the overvoltage determination signal Vo from the overvoltage sensor 51d is on. If the overvoltage determination signal Vo from the overvoltage sensor 51d is on after the required time tre has elapsed since the start of the system without determining the overcharge abnormality of the high voltage battery 50, the high voltage battery 50 is immediately overcharged abnormally. The hybrid electronic control unit 70 that executes the overcharge abnormality determination processing routine of FIG. 6 for determination corresponds to “overcharge abnormality determination means”.

  Here, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output driving power, such as an induction motor. It doesn't matter. The “braking force applying means” is not limited to the hydraulic brake including the brake actuator 92, the brake wheel cylinders 96a to 96d, and the brake ECU 94, and may apply a braking force to the vehicle such as a brake that is not hydraulically driven. It does not matter as long as it is anything. The “secondary battery” is not limited to the high voltage battery 50 configured as a lithium ion secondary battery, and can exchange electric power with a motor such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of secondary battery may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the motor ECU 40, and the brake ECU 94, and may be configured by a single electronic control unit. Further, the “control means” controls the motor MG2 so that the motor MG2 is driven by the torque command Tm2 * based on the required torque Tr *, and the required torque when the charging of the high-voltage battery 50 should not be restricted. When Tr * is the braking torque, the motor MG2 and the brake actuator 92 are controlled so that the required torque Tr * acts on the vehicle with the regenerative driving of the motor MG2, and when the required torque Tr * is the braking torque when charging is limited. It is not limited to the one that executes the zero torque control for controlling the motor MG2 so that the torque is not output from the motor MG2, and controls the brake actuator 92 so that the required torque Tr * acts on the vehicle. The motor is controlled to run with the driving force based on the driving force. The motor is controlled to run with a driving force based on the required driving force required, and when the required driving force is a braking force when the charging is not limited when charging of the secondary battery should be restricted, the motor is regeneratively driven. The electric motor and the braking force applying means are controlled so that the braking force based on the required driving force acts on the vehicle, and when the required driving force is the braking force at the time of charging restriction, the electric motor is controlled so that power input / output from the motor is restricted. Any method may be used as long as it executes the power limiting control to be controlled and controls the braking force applying means so that the braking force based on the required driving force acts on the vehicle. The “overvoltage state detection means” is turned on when at least one voltage of a plurality of cells constituting the high voltage battery 50 is higher than a predetermined overvoltage determination threshold Vsref for determining an overcharge abnormality of the high voltage battery 50. It is not limited to the overvoltage sensor 51d to output, but when at least one voltage of a battery module composed of a plurality of cells is higher than an overvoltage determination threshold Vmref (a voltage obtained by converting the overvoltage determination threshold Vsref in units of battery modules). An overvoltage sensor that turns on, or an overvoltage sensor that turns on when the voltage Vb between the terminals of the high-voltage battery 50 is higher than the overvoltage judgment threshold (Vsref · Ns). As long as it detects a higher overvoltage condition, it can be anything. There. As the “charging means”, when charging the charger 60 having the AC / DC converter 66 and the DC / DC converter 64 and the high voltage battery 50, the voltage Vb between the terminals of the high voltage battery 50 is a voltage obtained by multiplying the overvoltage threshold Vref by the number of cells Ns. The present invention is not limited to the combination with the hybrid electronic control unit 70 that executes control for charging up to the charging completion voltage V * set as a lower voltage, and when connected to an external power source in a system-off state As long as the secondary battery is charged using the electric power from the external power source until the voltage of the secondary battery reaches a charging completion voltage lower than the determination voltage, any battery may be used. As the “overcharge abnormality determining means”, when the high voltage battery 50 is charged to the charge completion voltage Vb * by the charger 60 using the electric power from the external power supply, the overvoltage sensor If the overvoltage determination signal Vo from 51d is on, it immediately determines that the high-voltage battery 50 is overcharged abnormally, and is input / output by the motor MG2 due to a control error when performing zero torque control at the first activation after charging. Each cell of the high-voltage battery 50 in consideration of the zero torque control power Pzt, which is the power, and the increased auxiliary power Ph, which is the power consumption of the entire auxiliary machine that is increasing the power consumption of the entire auxiliary machine The threshold voltage is lower than the overvoltage determination voltage Vsref by the maximum voltage ΔVs of the detection error caused by the manufacturing error and temperature characteristics of the overvoltage sensor 51d. Even when the overvoltage determination signal Vo from the overvoltage sensor 51d is on until the required time tre determined as the time required to reach Vsreflo or less has elapsed since the start of the system, the overcharge abnormality determination of the high voltage battery 50 is not performed. The present invention is not limited to the case where the high voltage battery 50 immediately determines that the overcharge abnormality is abnormal when the overvoltage determination signal Vo from the overvoltage sensor 51d is on after the required time tre has elapsed from the start. When the secondary battery is charged up to the charge completion voltage and the system is first started, it is not the first startup after charging.When the overvoltage state is detected by the overvoltage state detection sensor, the secondary battery is determined to be overcharged and charged. After the initial startup, the power input / output by the motor due to the control error during the power limit control is executed. Considering the power during power limit control, which is the power, and the power consumption of the auxiliary equipment mounted on the vehicle, the lower limit judgment that the secondary battery voltage is lower than the judgment voltage by the detection error of the overvoltage state detection sensor from the charging completion voltage Until the time required to reach below the voltage has elapsed since the system start-up, even if an overvoltage state is detected by the overvoltage state detection sensor, it is not determined that the secondary battery is abnormally overcharged, Any method may be used as long as it is determined that the secondary battery is abnormally overcharged when an overvoltage state is detected by the overvoltage state detection sensor after the required time has elapsed since the system was started.

  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 vehicle manufacturing industry.

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 Reduction gear, 37 Gear mechanism, 38 Differential gear, 39a, 39b Drive wheel, 39c, 39d Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 47 Low Voltage system auxiliary machine, 48 Low voltage battery, 49, 64 DC / DC converter, 50 High voltage battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 51d Overvoltage sensor, 52 Electronic control unit for battery ( Battery ECU), 54a-c power line, 55 boost converter, 56 system main relay, 57, 58 capacitor, 57a, 58a voltage sensor, 60 charger, 62 relay, 66 AC / DC converter, 68 power cord, 69 connection detection Sensor, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor , 88 Vehicle speed sensor, 90 Brake master cylinder, 92 Brake actuator, 94 Brake electronic control unit (brake ECU), 96a-96d Brake wheel Linda, D11~D16, D21~D26, D31, D32 diodes, T11~T16, T21~T26, T31, T32 transistor, L reactor, MG1, MG2, MG motor.

Claims (8)

An electric motor capable of inputting / outputting driving power, a braking force applying means capable of applying a braking force to the vehicle, a secondary battery capable of exchanging electric power with the electric motor, and driving based on a required driving force required for traveling The electric motor is controlled so as to travel by force, and when the required driving force is a braking force when the charging of the secondary battery is not restricted, when the required driving force is a braking force, the regenerative driving of the electric motor is accompanied by the required driving force. The motor and the braking force applying means are controlled so that a braking force based on the vehicle acts on the vehicle, and when the required driving force is a braking force at the time of charging limitation, input / output of power from the motor is limited. Control means for performing power limit control for controlling the electric motor and controlling the braking force applying means so that a braking force based on the required driving force acts on the vehicle,
An overvoltage state detection sensor for detecting an overvoltage state in which the voltage of the secondary battery is higher than a predetermined determination voltage;
Charging means for charging the secondary battery using the power from the external power supply until the voltage of the secondary battery reaches a charge completion voltage lower than the determination voltage when connected to an external power supply in a system-off state ,
When the overvoltage state is detected by the overvoltage state detection sensor when the secondary voltage is not the first time after the system is first started after the secondary battery is charged to the charging completion voltage by the charging means, the secondary battery is It is determined that there is an overcharge abnormality, and at the first start after the charging, the vehicle is mounted with power limiting control power that is input / output by the motor due to a control error when the power limiting control is executed. In consideration of the power consumption of the auxiliary machine, it is determined as the time required for the voltage of the secondary battery to reach the lower limit determination voltage lower than the determination voltage by the detection error of the overvoltage state detection sensor from the charging completion voltage. The secondary battery is overcharged even when the overvoltage state is detected by the overvoltage state detection sensor until the required time has elapsed since the system startup. Overcharge that does not determine that the battery is abnormal and determines that the secondary battery is abnormally overcharged when the overvoltage state is detected by the overvoltage state detection sensor after the required time has elapsed since system startup. An abnormality determination means;
A vehicle comprising: The vehicle according to claim 1,
The required time is an allowable electric energy that is an electric energy corresponding to a difference between an allowable voltage as an upper limit voltage that temporarily allows an excess of the voltage of the secondary battery with respect to the determination voltage and the charging completion voltage; The voltage of the secondary battery reaches from the charge completion voltage to the allowable voltage when the execution of the power limit control is continued based on the relationship between the power limit control power and the power consumption of the auxiliary machine. A first time that is assumed to be required, and a second time that is assumed to be required for the voltage of the secondary battery to reach the lower limit determination voltage or less from the allowable voltage based on the power consumption of the auxiliary machine. Is the time set as the sum,
vehicle. The vehicle according to claim 1 or 2,
The time when charging is limited includes when the required time elapses after starting the system at the first start after the charging,
vehicle. A vehicle according to any one of claims 1 to 3,
The overcharge abnormality determination means confirms that a charging current charged to the secondary battery exceeds a predetermined current even after the required time has elapsed since the system activation at the first activation after the charging. Is a means for determining that the secondary battery is overcharged abnormally,
vehicle. A vehicle according to any one of claims 1 to 3,
The overcharge abnormality determining means has an integrated value of a charging current charged to the secondary battery exceeding a predetermined value even when the required time elapses after starting the system at the first starting after the charging. Is a means for determining that the secondary battery is abnormally overcharged.
vehicle. A vehicle according to any one of claims 1 to 3,
When the overcharge abnormality determination means confirms that the voltage of the secondary battery exceeds the allowable voltage even after the required time has elapsed since the system startup at the first startup after the charging, the secondary battery Is a means for determining that there is an overcharge abnormality,
vehicle. A vehicle according to any one of claims 4 to 6,
A boost converter capable of boosting power from the secondary battery and supplying the boosted power to the electric motor;
When the secondary battery is determined to be overcharged abnormally by the overcharge abnormality determining means before the required time elapses after starting the system at the first activation after the charging, the boost converter is shut down. Boost control means for controlling the boost converter;
A vehicle comprising: A vehicle according to any one of claims 1 to 7,
An internal combustion engine;
A generator,
A planetary gear mechanism in which three rotating elements are connected to three axes of an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driving shaft coupled to a driving wheel;
With
The electric motor is connected to the drive shaft,
When it is determined by the overcharge abnormality determination means that the secondary battery is overcharged abnormally after the required time has elapsed since system startup at the time of initial activation after charging or at the time of initial activation after charging, Means for controlling the internal combustion engine, the generator, and the electric motor so as to travel without charging and discharging the secondary battery;
vehicle.

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