JP2013046531A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine whether or not there is a possibility that the cause of system stop during traveling is in a cooling device.SOLUTION: When a vehicle is system stopped during traveling, the control for abnormality determination for controlling an electric pump for a predetermined time period so as to rotate at the target rotation speed of the electric pump at that time is performed (S130). The cooling device is determined as normal when the rotation speed of the electric pump is not changed before and after performing the control for abnormality determination (S160). The cooling device is determined as abnormal when the rotation speed of the electric pump is changed before and after performing the control for abnormality determination (S170). As a result, when the cooling device is determined as normal, it can be determined that the cause of the system stop during traveling is not in the cooling device. When the cooling device is determined as abnormal, it can be determined that there is a possibility that the cause of the system stop during traveling is in the cooling device.

Description

  The present invention relates to an automobile, and more specifically, a cooling having a traveling motor, an inverter that drives the traveling motor, and an electric pump that pumps the coolant so that the coolant circulates in a circulation path including the traveling motor and the inverter. The present invention relates to an automobile including an apparatus and cooling control means for controlling the electric pump so that the electric pump rotates at a target rotational speed during traveling.

  Conventionally, as a technology related to a cooling device provided in this type of automobile, in order to circulate cooling water in a cooling water passage for engine cooling, a mechanical pump driven by engine rotation and electric driving driven by battery power And a cooling device including a pump, wherein the cooling water is pumped from an electric pump to a heater core for heating provided in a cooling water passage when the engine is stopped, and the cooling water inside the heater core is compared with a cooling water temperature inside the engine. There has been proposed one that determines that the driving state of the electric pump is abnormal when the temperature is lower than a predetermined value (for example, see Patent Document 1). In this system, the amount of cooling water present in the cooling water passage is further detected, and when the detected amount of cooling water is less than a predetermined amount, abnormality determination of the electric pump is prohibited, thereby suppressing erroneous determination. It is said.

JP 2009-46007 A

  By the way, in an electric vehicle or a hybrid vehicle equipped with a traveling motor, there may be a case where the system of the vehicle is stopped for safety when a problem such as a vehicle collision occurs during traveling. In this case, if it is known that the cause of the system stop during traveling is not in the cooling device that cools the traveling motor or the like, it may be easy to take some measures after the system stops.

  The main purpose of the automobile of the present invention is to determine whether or not there is a possibility that the cooling system is the cause of the system stop during traveling.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A traveling motor; an inverter that drives the traveling motor; a cooling device that includes an electric pump that pumps the coolant so that the coolant circulates through a circulation path including the traveling motor and the inverter; In an automobile provided with cooling control means for controlling the electric pump so that the electric pump rotates at a target rotational speed,
When the system is stopped during traveling, the determination control for controlling the electric pump over a predetermined time is executed so as to rotate at the target rotation speed of the electric pump at that time, and the determination control is executed. It is determined that the cooling device is normal when the rotational speed of the electric pump has not changed before and after, and the cooling device is abnormal when the rotational speed of the electric pump has changed before and after executing the control for determination. An abnormality determining means for determining is provided.

  In the automobile of the present invention, when the vehicle is stopped during traveling, the control for determination is performed to control the electric pump over a predetermined time so as to rotate at the target rotational speed of the electric pump at that time. The cooling device is determined to be normal when the rotation speed of the electric pump has not changed before and after the control is executed, and the cooling device is determined to be abnormal when the rotation speed of the electric pump has changed before and after the control for determination is executed. To do. Thereby, when it is determined that the cooling device is normal, it can be determined that the cause of the system stop during traveling is not in the cooling device. Further, when it is determined that the cooling device is abnormal, it can be determined that there is a possibility that the cooling device may cause a system stop during traveling. As a result, it is possible to determine whether or not there is a possibility that the cause of the system stop during traveling is the cooling device. Here, as the predetermined time, a time determined in advance as a time suitable for determining whether or not the number of revolutions of the electric pump has changed before and after executing the control for determination after the vehicle system is stopped is used. Can do.

  In such an automobile of the present invention, the abnormality determination means may be means for executing the determination control when the vehicle is stopped and the vehicle is not colliding. . In this way, when there is a possibility that a vehicle collision may have occurred when the system is stopped during traveling, that is, the cause of the system stop during traveling may be other than the cooling device (vehicle collision). Sometimes, the determination control is not executed.

  In the automobile of the present invention, the abnormality determination means determines that the cooling device is abnormal when the rotational speed of the electric pump is different before and after executing the determination control, and indicates that the abnormality has occurred. It can also be a means for informing by an informing means. In this way, the driver can recognize that an abnormality has occurred in the cooling device.

  Further, in the automobile of the present invention, the cooling control means is means for controlling the electric pump with a drive command value corresponding to the target rotational speed so that the electric pump rotates at the target rotational speed, and the abnormality determining means. Acquires a drive command value corresponding to the target rotational speed of the electric pump at that time and the rotational speed of the electric pump when the system is stopped during traveling, and acquires the acquired drive command of the electric pump. The determination control for controlling the electric pump over the predetermined time is executed by the value, and the rotation speed of the electric pump is acquired after the determination control is executed, and acquired when the vehicle is stopped. When the number of revolutions of the electric pump is equal to the number of revolutions of the electric pump acquired after execution of the determination control, the cooling device is determined to be normal and the vehicle is stopped. The cooling device is a means for determining an abnormality may also be a thing when the rotational speed of the electric pump obtained rotational speed of the acquired electric pump and after the judgment control executed when different.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of a system stoppage abnormality determination routine executed by an HVECU 70.

  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 drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, motor MG2 configured as, for example, a synchronous generator motor with the rotor connected to drive shaft 36, and motors MG1 and MG2 driven by switching of a plurality of switching elements (not shown). Inverters 41 and 4 And a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls driving of the motors MG1 and MG2 by switching control of a plurality of switching elements of the inverters 41 and 42, and a lithium ion secondary battery, for example. A battery 50 that exchanges power with the motors MG1 and MG2 via the inverters 41 and 42, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and the motors MG1 and MG2 and the inverters 41 and 42 A cooling device 60 for cooling and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle are provided.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, 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 operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. Cooling water temperature Twe from the cylinder, in-cylinder pressure Pin from a pressure sensor installed in the combustion chamber, cam from a cam position sensor that detects the rotational position of an intake valve that performs intake and exhaust to the combustion chamber and a camshaft that opens and closes the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Take the exhaust system The air-fuel ratio AF from the attached air-fuel ratio sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 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 a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the 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 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Cooling device 60 is disposed at the forefront of an engine room (not shown), and performs a heat exchange between cooling water and outside air, a circulation flow path 64 including motors MG1, MG2, inverters 41, 42, and radiator 62, An electric pump 66 that pumps the cooling water so that the cooling water circulates in the circulation flow path 64 and a relay 68 that electrically connects and disconnects the electric pump 66 and an auxiliary battery (not shown) are provided. The auxiliary battery is connected to the battery 50 via a DC / DC converter (not shown) that steps down the power of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. In the HVECU 70, the cooling water temperature Twm from the temperature sensor 69 that detects the rotation speed Np of the electric pump 66 from the rotation speed sensor 67 that detects the rotation speed of the electric pump 66 of the cooling apparatus 60 and the cooling water temperature of the cooling apparatus 60. In addition, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, the accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 , The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the acceleration G from the acceleration sensor 89 that detects vehicle acceleration, and the like via the input port. Have been entered. Further, from the HVECU 70, a control signal to the electric pump 66 of the cooling device 60, a drive signal to the relay 68, an on / off signal to a warning light 90 mounted in front of the driver's seat, and the like are output via an output port. . As described above, the HVECU 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.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by the conversion factor). The power to be output from the engine 22 by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the battery 50 Is set as the required power Pe *. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled 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 battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent 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 performs the control and receives the torque commands Tm1 * and Tm2 * performs switching control of the plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. .

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win, Wout. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Further, in the hybrid vehicle 20 of the embodiment thus configured, the electric pump is based on the cooling water temperature Twm as the temperature of the cooling water (LLC (long life coolant)) in the circulation flow path 64 of the cooling device 60 during traveling. A target rotational speed Np * to rotate 66 is set, and a drive command value D (for example, a duty ratio) corresponding to the target rotational speed Np * is set so that the electric pump 66 rotates at the target rotational speed Np *. By controlling the pump 66 with the drive command value D, the cooling water is circulated in the circulation flow path 64 to cool the motors MG1 and MG2 and the inverters 41 and 42. Here, the drive command value D of the electric pump 66 can be set using a map in which the relationship between the target rotational speed Np * and the drive command value D is determined in advance and stored in a ROM (not shown). As for the target rotational speed Np * of 66, a predetermined map is stored in a ROM (not shown) so that the target rotational speed Np * becomes higher as the cooling water temperature Twm becomes higher as the relationship between the cooling water temperature Twm and the target rotational speed Np *. If the cooling water temperature Twm is given, it can be set by deriving the corresponding target rotational speed Np * from the stored map. In the embodiment, the target rotational speed Np * increases stepwise from the minimum rotational speed Npmin larger than the value 0 to the maximum rotational speed Npmax as the cooling water temperature Twm increases (for example, in order of Npmin, Npmid, and Npmax in three stages). And so on). Note that the target rotation speed Np * may be increased in a proportional trend from the minimum rotation speed Npmin to the maximum rotation speed Npmax as the cooling water temperature Twm increases.

  Next, the operation of the hybrid vehicle 20 according to the embodiment, particularly the operation when the abnormality determination of the cooling device 60 is performed will be described. FIG. 2 is a flowchart showing an example of a system stoppage abnormality determination routine executed by the HVECU 70. This routine is executed when the vehicle is stopped. In the embodiment, even when the relay 68 is turned off so that the power supply from the auxiliary battery of the cooling device 60 to the electric pump 66 is shut off when the system is stopped, the relay 68 is executed prior to the execution of this routine. To turn on. In addition, power is supplied to the HVECU 70 and the warning light 90 from the auxiliary battery.

  When the system stop abnormality determination routine is executed, the CPU of the HVECU 70 first executes a process of inputting the drive command value D, the rotational speed Np, the vehicle speed V, and the acceleration G of the electric pump 66 when the system is stopped. (Step S100). Here, the rotational speed Np of the electric pump 66 is input as detected by the rotational speed sensor 67, and the drive command value D and the rotational speed Np of the electric pump 66 are respectively input to the drive command value D0 and the rotational speed N0. As input. The vehicle speed V and the acceleration G are input by those detected by the vehicle speed sensor 88 and the acceleration sensor 89, respectively.

  When the data is input in this way, it is determined whether or not the vehicle speed V is greater than 0 in order to determine whether or not the vehicle is running (step S110), and whether or not a vehicle collision has occurred is determined. Therefore, it is determined whether or not the acceleration G is 0 (step S120). Therefore, in determining the vehicle speed V, a threshold value slightly larger than a predetermined value 0 is compared with the vehicle speed V in order to determine that the vehicle is traveling, and it is determined that the vehicle is not traveling when the vehicle speed V is less than the threshold value. Then, it may be determined that the vehicle is traveling when the vehicle speed V is equal to or higher than the threshold. As for the determination of the acceleration G, a threshold value greater than a predetermined value 0 is compared with an absolute value of the acceleration G in order to determine that no vehicle collision has occurred, and the absolute value of the acceleration G is less than the threshold value. At this time, it may be determined that a vehicle collision has not occurred, and it may be determined that a vehicle collision may have occurred when the absolute value of the acceleration G is equal to or greater than a threshold value.

  When the vehicle speed V is a value of 0, it is determined that the vehicle is not traveling, and when the acceleration G is not a value of 0, it is determined that a vehicle collision may have occurred, and the system stop abnormality determination routine is terminated. Thereby, when there is a possibility that a vehicle collision may have occurred when the system is stopped during traveling, that is, the cause of the system stop during traveling may be other than the cooling device 60 (vehicle collision). Sometimes, the abnormality determination process of the cooling device 60 may not be executed.

  When the vehicle speed V is greater than the value 0 and the acceleration G is the value 0, it is determined that the vehicle is stopped while the vehicle is running and no vehicle collision occurs, and the input drive command value D0 The electric pump 66 is controlled for a predetermined time, that is, the electric pump 66 is controlled for a predetermined time so that the electric pump 66 rotates at the rotation speed N0 (step S130), and then the rotation speed Np from the rotation speed sensor 67 is controlled. Is input as the rotational speed N1 (step S140), and the input rotational speed N0 of the electric pump 66 is compared with the rotational speed N1 (step S150). Here, the predetermined time is a time suitable for determining whether or not the number of rotations of the electric pump 66 has changed before and after executing the control with the drive command value D0 over the predetermined time of the electric pump 66 after the system is stopped. As previously defined by experiments or the like (for example, several hundred msec or 1 second). Note that the process of comparing the rotational speed N0 and the rotational speed N1 is performed by determining whether the rotational speed of the electric pump 66 has changed before or after execution of control for a predetermined time with the drive command value D0 of the electric pump 66 after the system is stopped. Therefore, it may be determined whether or not the absolute value of the difference between the rotational speed N0 and the rotational speed N1 is equal to or larger than a threshold value slightly larger than the value 0.

  When the rotational speed N0 of the electric pump 66 is equal to the rotational speed N1, the result is that the electric pump 66 is controlled for a predetermined time after the system is stopped with the drive command value D0 equal to the drive command value D of the electric pump 66 before the system is stopped. Since it can be determined that the number of revolutions of the electric pump 66 has not changed, the cooling device 60 is determined to be normal (step S160), and the system stop abnormality determination routine is terminated. In this case, it can be determined that the cooling device 60 does not cause a system stop during traveling.

  On the other hand, when the rotational speed N0 of the electric pump 66 is different from the rotational speed N1, the rotational speed of the electric pump 66 changes before and after the control over the predetermined time with the drive command value D0 of the electric pump 66 after the system is stopped. Therefore, the cooling device 60 is determined to be abnormal (step S170), and a warning lamp 90 is lit to indicate that the cooling device 60 is abnormal (step S180). End the routine. In this case, it can be determined that there is a possibility that the cooling device 60 may cause a system stop during traveling. In addition, as a case where the rotation speed N1 is larger than the rotation speed N0 of the electric pump 66, the case where the cooling water is leaking in the some place of the cooling device 60 etc. can be considered, for example. Moreover, as a case where the rotation speed N1 is smaller than the rotation speed N0 of the electric pump 66, for example, a case where the flow path is blocked at any part of the circulation flow path 64 of the cooling device 60 is conceivable. By determining whether or not the cooling device 60 is abnormal when the system is stopped, it is possible to determine whether or not the cooling device 60 may be the cause of the system stop during traveling. As a result, after the system is stopped, for example, when the system is activated by a driver's operation, it is possible to deal with it more appropriately. Further, since the warning light 90 is turned on when the cooling device 60 is determined to be abnormal, the driver can recognize that an abnormality has occurred in the cooling device 60.

  According to the hybrid vehicle 20 of the embodiment described above, when the system is stopped during traveling, the electric pump 66 is controlled for a predetermined time so as to rotate at the target rotational speed Np * of the electric pump 66 at that time. The abnormality determination control is executed, and when the rotation speed Np of the electric pump 66 is not changed before and after the abnormality determination control is performed, the cooling device 60 is determined to be normal and the abnormality determination control is executed. When the rotational speed Np of the electric pump 66 changes before and after the cooling, the cooling device 60 is determined to be abnormal. Therefore, when the cooling device 60 is determined to be normal, it is determined that the cooling device 60 does not cause the system stop during traveling. In addition, when it is determined that the cooling device 60 is abnormal, it can be determined that there is a possibility that the cooling device 60 may cause a system stop during traveling. As a result, it is possible to determine whether or not there is a possibility that the cooling device 60 causes the system stop during traveling.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not the vehicle is traveling when the system is stopped and whether or not a collision of the vehicle has occurred, and when the vehicle is stopped and the system is stopped. When there is no vehicle collision, control of the electric pump 66 with the drive command value D0 equal to the drive command value D of the electric pump 66 before the system stop (control for abnormality determination) is executed. Without determining whether or not a vehicle collision has occurred, control for abnormality determination may be executed when the system is stopped during traveling.

  In the hybrid vehicle 20 of the embodiment, the cooling device 60 turns on the warning lamp 90 when it is determined to be abnormal, but the warning lamp 90 may not be turned on.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, the power from the motor MG2 is output to the drive shaft 36, but the power from the motor MG2 is output to an axle different from the axle to which the drive shaft 36 is connected (the axle to which the drive wheels 38a and 38b are connected). It may be connected. In addition, a drive motor is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via a transmission, and the engine is connected to the rotary shaft of the drive motor via a clutch or the like. It is good also as what outputs to the drive shaft via the rotation shaft and transmission of a traveling motor to the drive shaft 36, and outputs the motive power from a traveling motor to a drive shaft via a transmission.

  In the embodiment, the hybrid vehicle 20 that travels using the power from the engine 22 and the power from the motor MG2 has been described. However, the present invention is applied to a simple electric vehicle that does not include an engine and travels using only the power from the motor. It is good also as what to do.

  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 “traveling motor”, the inverter 42 corresponds to the “inverter”, the cooling device 60 corresponds to the “cooling device”, and the target rotational speed Np based on the cooling water temperature Twm during traveling is used. The HVECU 70 that controls the electric pump 66 with the drive command value D corresponding to * corresponds to “cooling control means”, and the HVECU 70 that executes the abnormality determination routine at the time of system stop of FIG. 2 corresponds to “abnormality determination means”.

  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 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 60 Cooling device, 62 Radiator, 64 Circulation flow path, 66 Electric pump, 67 Rotation speed sensor, 68 Relay , 69 Temperature sensor, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position set Sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 acceleration sensor, 90 warning light, MG1, MG2 motor.

Claims (1)

A traveling motor; an inverter that drives the traveling motor; a cooling device that includes an electric pump that pumps the coolant so that the coolant circulates through a circulation path including the traveling motor and the inverter; In an automobile provided with cooling control means for controlling the electric pump so that the electric pump rotates at a target rotational speed,
When the system is stopped during traveling, the determination control for controlling the electric pump over a predetermined time is executed so as to rotate at the target rotation speed of the electric pump at that time, and the determination control is executed. It is determined that the cooling device is normal when the rotational speed of the electric pump has not changed before and after, and the cooling device is abnormal when the rotational speed of the electric pump has changed before and after executing the control for determination. An automobile comprising an abnormality determining means for determining.

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