JP2017039404A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shut a gate of a converter appropriately in accordance with a shift range in a case where abnormality occurs in communication between first and second control devices in an inverter-less travel mode of a hybrid vehicle.SOLUTION: In a case where abnormality occurs in communication between an HV-ECU 310 and an MG-ECU 320, the MG-ECU 320 shuts a gate of inverters 221, 222. In an inverter-less travel with the gate of the inverters 221, 222 shut off and in the case of a shift range being at a non-travel range, the HV-ECU 310 controls an engine 100 so that an engine revolution speed Ne is less than a given reference value Nc. The MG-ECU 320 calculates an engine revolution speed Ne from an MG1 rotation speed Nm1 and an MG2 rotation speed Nm2, and, if the calculated engine revolution speed Ne is lower than the reference value Nc, further shuts a gate of a converter 210.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine and first and second motor generators coupled to the engine via a planetary gear mechanism.

  In a hybrid vehicle, a configuration including an engine, first and second motor generators, and a planetary gear mechanism is known. The planetary gear mechanism includes a sun gear coupled to the first motor generator, a ring gear coupled to the second motor generator, and a carrier coupled to the engine.

  The electrical system for a hybrid vehicle includes a battery, a converter, and first and second inverters. The converter is configured to be able to boost the voltage of the battery. The first inverter is electrically connected between the converter and the first rotating electrical machine, and is configured to be able to perform bidirectional power conversion between the battery and the first motor generator. The same applies to the second inverter.

  In the hybrid vehicle having such a configuration, in order to prevent damage to equipment when an abnormality occurs in the first and second inverters that interferes with the rotational drive control of the first and second motor generators. Appropriate measures need to be taken. For example, Japanese Patent Laying-Open No. 2013-203116 (Patent Document 1) discloses a control for shutting off an inverter gate when an abnormality of the inverter is detected.

JP 2013-203116 A

  As described above, the retreat travel mode performed in a state where both the first and second inverters are gate-cut off is also referred to as “inverter-less travel mode” in the present specification. In the inverterless travel mode, the engine is driven, and therefore engine torque is output. The first motor generator generates power by receiving a rotational force from the engine and generating a back electromotive force. At this time, torque is generated in the first motor generator in a direction (negative direction) to stop the rotation of the first motor generator according to the generated power. This torque is also called “drag torque”. On the other hand, a torque (direct torque) acting in the positive direction as a reaction force of the drag torque is generated in the ring gear. By using this direct torque, retreat travel is realized.

  The inventors focused on the point that the following problems may occur in the inverterless driving mode. That is, for example, when the hybrid vehicle is temporarily stopped in the inverterless travel mode, the shift range may be switched to a non-travel range such as an N (neutral) range. Even in this case, as long as the engine is driven, the direct torque acts in the positive direction, and the direct torque cannot be reduced to zero or applied in the negative direction. That is, even when the non-traveling range is selected, there is a possibility that torque in the direction in which the hybrid vehicle moves forward is generated.

  As a measure for preventing the occurrence of direct torque, it is conceivable to further cut off the gate of the converter when the non-traveling range is selected in the inverterless traveling mode. When the gate of the converter is cut off, the path of current (regenerative current) from the first motor generator to the battery via the converter is cut off. Thereby, since generation | occurrence | production of drag torque is suppressed, generation | occurrence | production of the direct torque which acts as a reaction force of drag torque can be prevented.

  As described above, in the hybrid vehicle configured to be able to further execute the gate shutoff of the converter in the inverterless traveling mode, the first control device that receives the signal indicating the shift range, the converter, and the first and second inverters are controlled. In some cases, a configuration in which the second control device is provided separately. Communication is performed between the first control device and the second control device in order to realize travel control according to the shift range as the entire vehicle.

  When this communication is normally performed, the second control device can receive the execution command (gate cutoff command) of the gate of the converter in a timely manner from the first control device that has acquired the current shift range. Is possible. Therefore, for example, when the shift range is the travel range, the second control device does not perform the gate shut-off of the converter, but can perform the gate shut-off of the converter when the shift range is switched to the non-travel range. . As described above, the second control device can appropriately perform the gate cutoff of the converter according to the shift range when the communication is normally performed.

  On the other hand, when an abnormality occurs in communication, the second control device cannot receive the gate cutoff command for the converter from the first control device in a timely manner according to the shift range. As a result, there is a possibility that the gate of the converter cannot be properly cut according to the shift range.

  The present invention has been made to solve the above-described problems, and the object thereof is that an abnormality has occurred in communication between the first control device and the second control device in the inverter-less travel mode of the hybrid vehicle. In some cases, it is necessary to provide a technique capable of appropriately executing the gate cutoff of the converter according to the shift range.

  A hybrid vehicle according to an aspect of the present invention includes an engine, first and second rotating electric machines, and a power storage device. The hybrid vehicle further includes a planetary gear mechanism, a converter, first and second inverters, and first and second control devices. The planetary gear mechanism includes a sun gear to which the first rotating electrical machine is connected, a ring gear to which the second rotating electrical machine is connected, and a carrier to which the engine is connected. The converter is configured to be able to boost the voltage of the power storage device. The first inverter is electrically connected between the converter and the first rotating electrical machine, and is configured to be able to perform bidirectional power conversion between the power storage device and the first rotating electrical machine. The second inverter is electrically connected between the converter and the second rotating electrical machine, and is configured to be able to perform bidirectional power conversion between the power storage device and the second rotating electrical machine. The first control device is configured to receive a signal indicating the shift range of the hybrid vehicle, and controls the engine in accordance with the shift range. The second control device is configured to be able to receive a signal indicating the rotational speed of each of the first and second rotating electrical machines, and controls the converter and the first and second inverters. When an abnormality occurs in communication between the first control device and the second control device, an abnormality occurs in communication between the first control device and the second control device. The second control device performs gate blocking of the first and second inverters. In the evacuation travel mode in which the engine is driven and the first and second inverters are in the gate cut-off state, the first control device has a predetermined engine speed when the shift range is the non-travel range. Control the engine below the reference value. The second control device calculates the rotational speed of the engine from the rotational speed of each of the first and second rotating electrical machines, and when the calculated rotational speed is lower than the reference value, further shuts down the gate for the converter. Do.

  In general, the engine speed when the shift range is the traveling range is relatively high, and the engine speed when the shift range is the non-traveling range is relatively low. Therefore, according to the above configuration, when an abnormality occurs in communication between the first control device and the second control device, the first control is performed using information about the shift range using the engine rotation speed. From the device to the second control device. That is, the first control device controls the engine so that the rotational speed of the engine falls below a predetermined reference value when the shift range is the non-traveling range. On the other hand, the second control device cannot calculate the engine rotation speed directly, but can calculate the engine rotation speed from the rotation speeds of the first and second rotating electrical machines. Therefore, when the calculated engine speed is lower than the reference value, the second control device estimates that the non-traveling range is selected, and further performs gate shut-off for the converter. Thereby, when the non-traveling range is selected, it is possible to suppress the generation of torque that acts in the direction of moving the hybrid vehicle forward.

  According to the present invention, when an abnormality occurs in communication between the first control device and the second control device in the inverterless travel mode of the hybrid vehicle, the gate cutoff of the converter is appropriately set according to the shift range. Can be done.

It is a block diagram which shows roughly the whole structure of the hybrid vehicle which concerns on this execution form. It is a circuit block diagram for demonstrating the structure of the electric system and ECU of a hybrid vehicle. It is a figure which shows schematically the structure of the electric system in inverterless driving | running | working mode. It is an alignment chart for explaining the behavior of each rotating element in the inverterless traveling mode. It is an alignment chart for explaining the behavior of each rotating element when the non-traveling range is selected in the inverterless travel mode. It is a figure which shows roughly the structure of the electric system at the time of further performing the gate interruption | blocking of a converter in inverterless driving | running | working mode. It is a flowchart for demonstrating the traveling control at the time of communication abnormality generation | occurrence | production in the hybrid vehicle which concerns on this execution form.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

<Overall configuration of hybrid vehicle>
FIG. 1 is a block diagram schematically showing the overall configuration of the hybrid vehicle according to the present embodiment. Referring to FIG. 1, vehicle 1 includes an engine 100, motor generators 10, 20, a planetary gear mechanism 30, wheels 50, a battery 150, a system main relay (SMR: System Main Relay) 160, electric power. A control unit (PCU: Power Control Unit) 200 and an electronic control unit (ECU: Electronic Control Unit) 300 are provided.

  The engine 100 is an internal combustion engine such as a gasoline engine or a diesel engine. Engine 100 generates motive power for vehicle 1 to travel in response to a control signal from ECU 300. The power generated by the engine 100 is output to the planetary gear mechanism 30.

  The engine 100 is provided with an engine rotation speed sensor 410. Engine rotation speed sensor 410 detects a rotation speed (engine rotation speed) Ne of engine 100 and outputs a signal indicating the detection result to ECU 300.

  Each of motor generators 10 and 20 is a three-phase AC permanent magnet type synchronous motor. The motor generator (first rotating electrical machine) 10 rotates the crankshaft 110 of the engine 100 using the electric power of the battery 150 when starting the engine 100. The motor generator 10 can also generate power using the power of the engine 100. The AC power generated by the motor generator 10 is converted into DC power by the PCU 200 and the battery 150 is charged. Further, AC power generated by the motor generator 10 may be supplied to the motor generator 20.

  Motor generator (second rotating electrical machine) 20 rotates propeller shaft 60 using at least one of power supplied from battery 150 and power generated by motor generator 10. The motor generator 20 can also generate electric power by regenerative braking. The AC power generated by the motor generator 20 is converted into DC power by the PCU 200 and the battery 150 is charged.

  The motor generator 10 is provided with a resolver 421. Resolver 421 detects the rotational speed (MG1 rotational speed) Nm1 of motor generator 10, and outputs a signal indicating the detection result to ECU 300. Similarly, the motor generator 20 is provided with a resolver 422. Resolver 422 detects rotational speed (MG2 rotational speed) Nm2 of motor generator 20, and outputs a signal indicating the detection result to ECU 300.

  The planetary gear mechanism 30 includes a sun gear S, a ring gear R, a carrier CA, and a pinion gear P as rotational elements. Sun gear S is coupled to motor generator 10. Ring gear R is coupled to motor generator 20. The pinion gear P meshes with the sun gear S and the ring gear R. Carrier CA holds pinion gear P so that pinion gear P can rotate and revolve, and is connected to crankshaft 110 of engine 100. The planetary gear mechanism 30 divides the power received from the engine 100 into power transmitted to the motor generator 10 and power transmitted to the wheels 50 via the motor generator 20 and the automatic transmission 40.

  The battery 150 is a power storage device configured to be rechargeable. The battery 150 is typically configured to include a secondary battery such as a nickel metal hydride secondary battery or a lithium ion secondary battery, or a capacitor such as an electric double layer capacitor.

  SMR 160 is connected in series to a power line between battery 150 and PCU 200. SMR 160 switches between a conduction state and a cutoff state between battery 150 and PCU 200 in accordance with a control signal from ECU 300.

  PCU 200 boosts the DC power stored in battery 150, converts the boosted voltage to an AC voltage, and supplies it to motor generator 10 and motor generator 20. PCU 200 converts AC power generated by motor generator 10 and motor generator 20 into DC power and supplies it to battery 150. The configuration of the PCU 200 will be described in detail with reference to FIG.

  The vehicle 1 further includes a shift lever 500 and a position sensor 510. Shift lever 500 is provided with a travel range such as a D (drive) range and a B (brake) range, and a non-travel range such as a P (parking) range, an R (reverse) range, and an N (neutral) range. Yes. When the user operates shift lever 500, position sensor 510 detects the position of shift lever 500 and outputs a signal indicating the detection result to ECU 300.

  Although not shown, ECU 300 includes a CPU (Central Processing Unit), a memory, an input / output buffer, and the like. ECU 300 controls various devices so that vehicle 1 is in a desired running state based on signals from each sensor and device, and a map and program stored in memory. Various controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

<Configuration of electrical system and ECU>
FIG. 2 is a circuit block diagram for explaining the electrical system of vehicle 1 and the configuration of ECU 300. 1 and 2, PCU 200 includes a capacitor C1, a converter 210, a capacitor C2, inverters 221, 222, a voltage sensor 230, and current sensors 241, 242. ECU 300 includes HV-ECU 310, MG-ECU 320, and engine ECU 330.

  The battery 150 is provided with a voltage sensor 440. Voltage sensor 440 detects voltage (battery voltage) VB of battery 150 and outputs a signal indicating the detection result to MG-ECU 320.

  The capacitor C1 is connected to the battery 150 in parallel. Capacitor C1 smoothes battery voltage VB and supplies it to converter 210.

  Converter 210 boosts battery voltage VB in accordance with a control signal from MG-ECU 320 and supplies it to inverters 221 and 222. Converter 210 steps down DC voltage supplied from one or both of inverter 221 and inverter 222 via capacitor C2 in accordance with a control signal from MG-ECU 320, and charges battery 150.

  More specifically, converter 210 includes a reactor L1, switching elements Q1, Q2, and diodes D1, D2. Each of switching elements Q1, Q2 and switching elements Q3-Q14 described later are, for example, IGBTs (Insulated Gate Bipolar Transistors). Switching elements Q1, Q2 are connected in series between power line PL and power line NL. Diodes D1 and D2 are connected in antiparallel between the collectors and emitters of switching elements Q1 and Q2, respectively. One end of the reactor L1 is connected to the high potential side of the battery 150. The other end of reactor L1 is connected to an intermediate point between switching element Q1 and switching element Q2 (a connection point between the emitter of switching element Q1 and the collector of switching element Q2).

  Capacitor C2 is connected between power line PL and power line NL. Capacitor C <b> 2 smoothes the DC voltage supplied from converter 210 and supplies it to inverters 221 and 222.

  Voltage sensor 230 detects the voltage across capacitor C2, that is, the output voltage (system voltage) VH of converter 210, and outputs a signal indicating the detection result to MG-ECU 320.

  When the system voltage VH is supplied, the inverter (first inverter) 221 converts the DC voltage into an AC voltage and drives the motor generator 10 in accordance with a control signal from the MG-ECU 320. Thereby, motor generator 10 is driven to generate torque specified by torque command value TR1.

  More specifically, inverter 221 includes a U-phase arm 1U, a V-phase arm 1V, and a W-phase arm 1W. Each phase arm is connected in parallel between power line PL and power line NL. U-phase arm 1U has switching elements Q3 and Q4 connected in series with each other. V-phase arm 1V has switching elements Q5 and Q6 connected in series with each other. W-phase arm 1W has switching elements Q7 and Q8 connected in series with each other. Diodes D3 to D8 are connected in antiparallel between the collectors and emitters of the switching elements Q3 to Q8, respectively.

  An intermediate point of each phase arm is connected to each phase coil of motor generator 10. That is, one end of the three coils of the U-phase, V-phase, and W-phase of the motor generator 10 is commonly connected to the neutral point. The other end of the U-phase coil is connected to an intermediate point between switching elements Q3 and Q4. The other end of the V-phase coil is connected to an intermediate point between switching elements Q5 and Q6. The other end of the W-phase coil is connected to an intermediate point between switching elements Q7 and Q8. The configuration of inverter (second inverter) 222 is basically the same as the configuration of inverter 221, and therefore description thereof will not be repeated.

  Current sensor 241 detects a current (motor current) MCRT1 flowing through motor generator 10, and outputs a signal indicating the detection result to MG-ECU 320. Current sensor 242 detects a current (motor current) MCRT2 flowing through motor generator 20, and outputs a signal indicating the detection result to MG-ECU 320.

  HV-ECU 310 generates an operation command for motor generators 10 and 20 and a voltage command value for converter 210, and outputs them to MG-ECU 320. The operation commands output from the HV-ECU 310 include an operation permission command and an operation prohibition command (gate cutoff commands to the inverters 221 and 222) of the motor generators 10 and 20, the torque command value TR1 of the motor generator 10, the motor generator 20 and the like. Torque command value TR2, and command values of MG1 rotational speed Nm1 and MG2 rotational speed Nm2 are included. In addition, HV-ECU 310 determines engine required power Pe * and outputs a signal indicating the value to engine ECU 330.

  MG-ECU (second control device) 320 receives an operation command for motor generators 10 and 20 and a voltage command value for converter 210 from HV-ECU 310. In addition, MG-ECU 320 receives signals from each sensor.

  MG-ECU 320 controls converter 210 such that system voltage VH follows the voltage command value of converter 210 based on the operation command, the voltage command value, and various signals. More specifically, MG-ECU 320 is a PWM (Pulse Width Modulation) control signal for switching each of switching elements Q1, Q2 based on the voltage command value, battery voltage VB, and system voltage VH. PWMC is generated and output to converter 210. On the other hand, when MG-ECU 320 receives a gate cutoff command for converter 210 from HV-ECU 310, MG-ECU 320 generates a gate cutoff signal SDNC for shutting off each of switching elements Q1 and Q2, and outputs it to converter 210. .

  In addition, MG-ECU 320 controls inverters 221 and 222 so that motor generators 10 and 20 operate in accordance with an operation command received from HV-ECU 310. Since the control of the inverters 221 and 222 is equivalent, the control of the inverter 221 will be representatively described. When MG-ECU 320 receives an operation permission command for motor generator 10 from HV-ECU 310, MG-ECU 320 switches each of switching elements Q3-Q8 based on system voltage VH, motor current MCRT1 and torque command value TR1. The PWM control signal PWM1 is generated and output to the inverter 221. On the other hand, when MG-ECU 320 receives a gate cutoff command for inverter 221 from HV-ECU 310, MG-ECU 320 generates gate cutoff signal SDN1 for gate-shutting off each of switching elements Q3 to Q8 and outputs it to inverter 221. .

  Further, MG-ECU 320 detects an abnormality related to motor generators 10 and 20. Information regarding the abnormality detected by MG-ECU 320 is output to HV-ECU 310. The HV-ECU 310 is configured to be able to reflect such abnormality information in the operation commands of the motor generators 10 and 20.

  Engine ECU 330 receives engine rotation speed Ne from engine rotation speed sensor 410 and outputs the value to HV-ECU 330. In addition, engine ECU 330 has a fuel for engine 100 such that engine 100 is driven at an operating point (engine speed Ne and engine torque Te) determined based on engine required power Pe * determined by HV-ECU 310. Control injection, ignition timing, valve timing, etc. The HV-ECU 310 and the engine ECU 330 correspond to a “first control device” according to the present invention.

<Inverter-less driving mode>
In the vehicle 1 configured as described above, when the rotation drive control of the motor generators 10 and 20 cannot be normally performed due to a failure of components such as the current sensors 241 and 242, the gates of the inverters 221 and 222 By cutting off, power supply from the battery 150 to the motor generators 10 and 20 is stopped. The retreat travel mode in which engine 100 is driven and inverters 221 and 222 are turned off is also referred to as “inverterless travel mode”.

  FIG. 3 is a diagram schematically showing the configuration of the electric system in the inverterless travel mode. Referring to FIG. 3, in response to gate cutoff signal SDN1 output from MG-ECU 320, when all switching elements Q3-Q8 constituting inverter 221 are rendered non-conductive, diodes D3-D8 cause A phase full-wave rectifier circuit is configured. Similarly, in response to gate cutoff signal SDN2 output from MG-ECU 320, when all switching elements Q9 to Q14 (see FIG. 2) constituting inverter 222 are turned off, diodes D9 to D14 cause A three-phase full-wave rectifier circuit is configured.

  On the other hand, in converter 220, in response to control signal PWMC output from MG-ECU 320, switching operations of switching elements Q1, Q2 are continued.

  Since the motor generator 10 is a synchronous motor, the rotor of the motor generator 10 is provided with a permanent magnet 12. Therefore, when motor generator 10 receives a rotational force from engine 100 (see FIG. 1), counter electromotive force ωφ can be generated by rotating permanent magnet 12.

  FIG. 4 is a collinear diagram for explaining the behavior of each rotating element in the inverterless traveling mode. With reference to FIGS. 1 and 4, the planetary gear mechanism 30 is configured as described with reference to FIG. 1, so that the rotational speed of the sun gear S (= MG1 rotational speed Nm1) and the rotational speed of the carrier CA (= The engine rotational speed Ne) and the rotational speed of the ring gear R (= MG2 rotational speed Nm2) have a relationship of being connected by a straight line on the alignment chart.

  In the inverterless travel mode, engine torque Te is output from engine 100. As described above, motor generator 10 generates electric power by generating counter electromotive force ωφ in response to the rotational force from engine 100. At this time, drag torque Tdr is generated in motor generator 10 in a direction (negative direction) in which rotation of motor generator 10 is stopped according to the generated power. On the other hand, the ring gear R generates a torque (direct torque) Tep that acts in the positive direction as a reaction force of the drag torque Tdr.

  Here, the inventors focused on the point that the following problems may occur when the vehicle 1 is temporarily stopped in the inverterless travel mode, for example, when the shift range of the vehicle 1 is switched to the non-travel range. .

  FIG. 5 is a collinear diagram for explaining the behavior of each rotating element when the non-traveling range is selected in the inverterless traveling mode. Although the non-traveling range is selected, as long as the engine 100 is driven, the direct transmission torque Tep in the positive direction acts on the ring gear R. The direct torque Tep cannot be set to 0 or cannot be applied in the negative direction. That is, even when the non-traveling range is selected by the shift operation, there is a possibility that torque in the direction in which the vehicle 1 moves forward is generated.

<Converter gate cut-off>
As a measure for preventing the occurrence of the direct torque Tep, it is conceivable that the gate of the converter 210 is also shut off when the non-traveling range is selected in the inverterless traveling mode.

  FIG. 6 is a diagram schematically showing the configuration of the electric system when the gate of converter 210 is further shut off in the inverterless travel mode. Referring to FIG. 6, when inverter 221 is in a gate-cut state, when back electromotive force ωφ generated in motor generator 10 is less than battery voltage VB (ωφ <VB), battery 150 passes through inverter 221. The drive current path toward motor generator 10 is blocked.

  On the other hand, when back electromotive force ωφ is higher than battery voltage VB (ωφ> VB), even if inverter 221 is in the gate cut-off state, if the gate of converter 210 is not cut off, regeneration from motor generator 10 is performed. Current can flow through diodes D3 to D8 included in inverter 221 and switching elements Q1 and Q2 (see FIG. 3) included in converter 210 (see arrow AR). However, the regenerative current path is interrupted by interrupting the gate of converter 210.

  As described above, by performing both the gate cutoff of the inverters 221 and 222 and the gate cutoff of the converter 220, a current is supplied to the electric system of the vehicle 1 regardless of the magnitude relationship between the back electromotive force ωφ and the battery voltage VB. It stops flowing. Therefore, generation of drag torque Tdr (see FIG. 5) in motor generator 10 is suppressed. As a result, it is possible to suppress the generation of the direct torque Tep that acts using the drag torque Tdr as a reaction force, so that it is possible to prevent the generation of torque in the direction in which the vehicle 1 moves forward.

  Here, as described with reference to FIG. 2, communication of an operation command and a gate cutoff command for converter 220 is performed from HV-ECU 310 to MG-ECU 320 in accordance with the shift range.

  When this communication is normally performed, MG-ECU 320 can receive a gate cutoff command for converter 210 in a timely manner from HV-ECU 310 that has acquired information on the shift range. Therefore, MG-ECU 320 does not block gate of converter 220 when the shift range is the travel range (outputs control signal PWMC to continue the switching operation), while the shift range is switched to the non-travel range. Then, the gate cutoff signal SDNC can be output to shut off the gate of the converter 210. Thus, MG-ECU 320 can appropriately perform gate cutoff of converter 210 according to the shift range when communication is normally performed.

  On the other hand, when an abnormality occurs in communication, MG-ECU 320 cannot receive a gate cutoff command for converter 210 from HV-ECU 310 in a timely manner according to the shift range. As a result, there is a possibility that the gate cut-off of converter 210 cannot be appropriately performed according to the shift range.

  Therefore, according to the present embodiment, when an abnormality occurs in communication, a configuration is adopted in which information regarding the shift range is transmitted from HV-ECU 310 to MG-ECU 320 using engine rotational speed Ne.

  In general, the engine rotational speed Ne when the shift range is the traveling range is relatively high, and the engine rotational speed Ne when the shift range is the non-traveling range is relatively low. Therefore, HV-ECU 310 controls engine 100 such that engine speed Ne falls below a predetermined reference value Nc (for example, 1000 rpm) when the shift range is a non-traveling range.

  On the other hand, if a communication abnormality occurs, MG-ECU 320 cannot acquire engine rotation speed Ne detected by engine rotation speed sensor 410 via HV-ECU 310. However, the MG-ECU 320 can acquire the MG1 rotation speed Nm1 and the MG2 rotation speed Nm2 based on the detection signals from the resolvers 421 and 422. Therefore, MG-ECU 320 calculates engine rotation speed Ne from MG1 rotation speed Nm1 and MG2 rotation speed Nm2 using the linear relationship in the nomograph, and shifts vehicle 1 based on the calculated engine rotation speed Ne. Estimate the range. That is, MG-ECU 320 estimates that the current shift range is a non-traveling range when calculated engine speed Ne is lower than reference value Nc, and further performs gate shut-off for converter 210 as well. Thereby, MG-ECU 320 can appropriately perform gate cutoff of converter 210 according to the current shift range even when communication abnormality occurs.

  FIG. 7 is a flowchart for illustrating travel control when communication abnormality occurs in vehicle 1 according to this embodiment. This flowchart is called from the main routine and executed when a predetermined condition is satisfied or every elapse of a predetermined period. Each step (hereinafter abbreviated as S) in this flowchart is basically realized by software processing by ECU 300, but may be realized by hardware processing using an electronic circuit produced in ECU 300. .

  In FIG. 7, a series of processes executed by the HV-ECU 310 is shown on the left side in the figure, and a series of processes executed by the MG-ECU 320 is shown on the right side in the figure.

  With reference to FIGS. 1, 2, and 7, in S <b> 110, HV-ECU 310 determines whether an abnormality has occurred in communication between HV-ECU 310 and MG-ECU 320. If there is no abnormality in communication (NO in S110), HV-ECU 310 skips the subsequent processing and returns the processing to the main routine. On the other hand, when communication abnormality has occurred (YES in S110), HV-ECU 310 advances the process to S120.

  Similarly, in S210, MG-ECU 320 determines whether or not an abnormality has occurred in communication between HV-ECU 310 and MG-ECU 320. If there is no abnormality in communication (NO in S210), MG-ECU 320 skips the subsequent processing and returns the processing to the main routine.

  On the other hand, when communication abnormality has occurred (YES in S210), MG-ECU 320 performs gate shut-off of inverters 221 and 222. Thereby, the vehicle 1 shifts to the inverterless travel mode.

  In S120, HV-ECU 310 determines whether vehicle 1 is in the inverterless travel mode. When vehicle 1 is in the inverterless travel mode (YES in S120), HV-ECU 310 detects the shift range based on the detection signal from position sensor 510 (S130).

  In S140, HV-ECU 310 determines whether or not the detected shift range is a non-traveling range. When the shift range is a non-traveling range, that is, when the shift range is the P range, R range, or N range (YES in S140), HV-ECU 310 sets engine rotation speed Ne to less than reference value Nc (for example, about several hundred rpm). (S150). On the other hand, when the shift range is the traveling range, that is, when the shift range is the D range or the B range (NO in S140), the HV-ECU 310 sets the engine speed Ne to a reference value Nc or higher (for example, about 2500 rpm). (S160). Thereafter, the HV-ECU 310 returns the process to the main routine.

  On the other hand, in S230, MG-ECU 320 detects MG1 rotation speed Nm1 and MG2 rotation speed Nm2 based on detection signals from resolvers 421 and 422, respectively.

  In S240, MG-ECU 320 calculates engine rotation speed Ne. The engine rotational speed Ne can be calculated by applying a linear relationship in a nomogram (see, for example, FIGS. 5 and 6) to the MG1 rotational speed Nm1 and the engine rotational speed Nm2.

  In S250, MG-ECU 320 determines whether or not calculated engine speed Ne is less than reference value Nc. When engine rotation speed Ne is less than reference value Nc (YES in S250), MG-ECU 320 estimates that the shift range is set to the non-traveling range, and also performs gate shutoff for converter 210 (S260). . Thereby, generation | occurrence | production of the torque which advances the vehicle 1 can be suppressed.

  On the other hand, when engine rotation speed Ne is equal to or higher than reference value Nc (NO in S250), MG-ECU 320 estimates that the shift range is set to the travel range, and continues the switching operation of converter 210. That is, MG-ECU 320 does not perform gate blocking of converter 210 (S270). Thereafter, MG-ECU 320 returns the process to the main routine.

  Although not shown, MG-ECU 320 determines that the shift range is indefinite when engine speed Ne increases (increase per unit time) is greater than a predetermined value, and shuts off gate of converter 210. May be performed.

  As described above, according to the present embodiment, MG-ECU 320 estimates the shift range based on engine rotation speed Ne, and determines whether or not to perform gate blocking of converter 210 according to the estimated shift range. It can be judged appropriately. Thereby, it is possible to control whether to generate or suppress the torque for moving the vehicle 1 forward according to the current shift range.

  The mode of execution disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the mode of execution but by the scope of claims for patent, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims for patent.

  1 vehicle, 1U, 1V, 1W, 2U, 2V, 2W arm, 10, 20 motor generator, 12 permanent magnet, 30 planetary gear mechanism, S sun gear, R ring gear, CA carrier, P pinion gear, 50 wheels, 60 propeller shaft, 100 Engine, 110 Crankshaft, 150 Battery, 210 Converter, 221, 222 Inverter, 230, 440 Voltage sensor, 241, 242 Current sensor, 410 Engine speed sensor, 421, 422 Resolver, 500 Shift lever, 510 Position sensor, C1 , C2 capacitors, Q1-Q14 switching elements, D1-D14 diodes, L1 reactors, PL, NL power lines.

Claims (1)

A hybrid vehicle including an engine, first and second rotating electric machines, and a power storage device,
A planetary gear mechanism including a sun gear coupled to the first rotating electrical machine, a ring gear coupled to the second rotating electrical machine, and a carrier coupled to the engine;
A converter configured to be capable of boosting the voltage of the power storage device;
A first inverter that is electrically connected between the converter and the first rotating electrical machine and configured to be able to perform bidirectional power conversion between the power storage device and the first rotating electrical machine; ,
A second inverter electrically connected between the converter and the second rotating electrical machine and configured to be capable of performing bidirectional power conversion between the power storage device and the second rotating electrical machine; ,
A first control device configured to be able to detect a shift range of the hybrid vehicle and controlling the engine in accordance with the shift range;
A second control device configured to detect the rotational speed of each of the first and second rotating electrical machines and controlling the converter and the first and second inverters;
When an abnormality occurs in communication between the first control device and the second control device, the second control device performs gate blocking of the first and second inverters,
In the evacuation travel mode in which the engine is driven and the first and second inverters are in a gate cutoff state,
When the shift range is a non-traveling range, the first control device controls the engine so that the rotational speed of the engine falls below a predetermined reference value,
The second control device calculates a rotation speed of the engine from a rotation speed of each of the first and second rotating electrical machines, and if the calculated rotation speed is lower than the reference value, the converter A hybrid vehicle that further blocks the gate.