JP2019151265A - Hybrid vehicle - Google Patents

Abstract

To ensure evacuation travel when an abnormal state is arising in a second motor.SOLUTION: A hybrid vehicle comprises: an engine; a first motor; a planetary gear in which three rotation elements are connected to an output shaft of the engine, a rotary shaft of the first motor, an axle; a second motor that inputs/outputs power to the drive shaft; a power storage device that transmits and receives power between the first motor and the second motor; and a charger that charges the charger using power from an external power source. If an abnormal state is arising in the second motor (S100), charging of the power storage device by a charger is limited (S120). This makes it possible to ensure evacuation travel if an abnormal state is arising.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, in this type of hybrid vehicle, when charging a battery with a charger using electric power from an external power source, if the temperature of the battery reaches a threshold value or more and charging control is stopped, a request for abnormality diagnosis of an electrical component is required. Has been proposed (for example, see Patent Document 1). In this hybrid vehicle, by executing the above-described control, abnormality diagnosis of electrical components that operate using electric power is performed at a more appropriate timing.

JP 2011-015491 A

  In a hybrid vehicle having a planetary gear in which an output shaft of an engine, a rotation shaft of a first motor, and a drive shaft connected to an axle are connected to three rotation elements, and a second motor capable of inputting and outputting power to the drive shaft When an abnormality occurs in the second motor, the torque from the second motor is not output, and the motive power from the engine is output to the drive shaft by taking the reaction force with the first motor, and retreats. In this case, since the first motor functions as a generator, the first motor travels while charging the power storage device. In such a hybrid vehicle, there is also a so-called plug-in hybrid vehicle in which the power storage device is charged using an external power source, and electric driving can be performed until the power storage rate SOC of the power storage device is equal to or lower than a threshold value. If an abnormality occurs in the second motor in this plug-in hybrid vehicle and the power storage device is charged to full charge using an external power supply, the power storage device cannot be charged, so that retreat travel may not be possible.

  The main purpose of the hybrid vehicle of the present invention is to ensure retreat travel when an abnormality occurs in the second motor.

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

The hybrid vehicle of the present invention
Engine,
A first motor;
Planetary gears in which three rotating elements are connected to an output shaft of the engine, a rotating shaft of the first motor, and a drive shaft connected to an axle;
A second motor for inputting and outputting power to the drive shaft;
A power storage device that exchanges power with the first motor and the second motor;
A charger for charging the power storage device using electric power from an external power source;
A control device for controlling the engine, the first motor, the second motor, and the charger;
A hybrid vehicle comprising:
The control device limits charging of the power storage device by the charger when an abnormality occurs in the second motor.
It is characterized by that.

  In the hybrid vehicle of the present invention, when an abnormality occurs in the second motor, charging of the power storage device by the charger is limited. Thereby, without outputting torque from the second motor, the motive power from the engine is output to the drive shaft by taking the reaction force with the first motor, so that the retreat traveling can be performed while charging the power storage device. . That is, it is possible to ensure retreat travel when an abnormality occurs in the second motor.

  In the hybrid vehicle of the present invention, the control device immediately ends the charging of the power storage device by the charger when an abnormality occurs in the second motor while the power storage device is charged by the charger. It may be a thing. In this way, the distance for retreat travel can be increased.

  In the hybrid vehicle of the present invention, when an abnormality occurs in the second motor during traveling, the control device notifies that charging is limited when the power storage device is charged by the charger next time. It may be a thing. In this way, it is possible to notify the operator that charging of the power storage device is restricted. In this case, it may be notified that the person who does not charge the power storage device has a longer evacuation distance. By so doing, it is possible to notify the operator that charging of the power storage device is restricted in order to increase the distance of retreat travel.

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 flowchart which shows an example of MG2 abnormality process routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the alignment chart at the time of retreating without the output of the torque from motor MG2.

  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 planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, and an electronic control unit for hybrid (hereinafter, referred to as a hybrid vehicle). 70) (referred to as “HV ECU”).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  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. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22, a throttle opening TH from a throttle valve position sensor that detects a throttle valve position, and the like. Can be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of the control signal output from the engine ECU 24 include a control signal to the throttle motor that adjusts the position of the throttle valve, a control signal to the fuel injection valve, and a control signal to the ignition coil integrated with the igniter. it can. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  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. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Signals input to the motor ECU 40 include 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 currents flowing through the phases of the motors MG1 and MG2. The phase current from the current sensor to detect can be mentioned. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates 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.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery. As described above, the battery 50 is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  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. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Signals input to the battery ECU 52 include the battery voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51 b attached to the output terminal of the battery 50, and the battery 50. The battery temperature Tb from the attached temperature sensor 51c can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates the input / output limits Win, Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input / output limits Win and Wout are the maximum allowable power that may charge / discharge the battery 50.

  The charger 60 is connected to the power line 54 and can charge the battery 50 using the power from the external power source 69 when the power plug 61 is connected to an external power source 69 such as a household power source. It is configured to be able to. The charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from an external power source supplied via the power plug 61 into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to the battery 50 side. The charger 60 supplies power from the external power source to the battery 50 by controlling the AC / DC converter and the DC / DC converter by the HVECU 70 when the power plug 61 is connected to the external power source. To do.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, a flash memory 72, input / output ports, communication Provide a port. Signals from various sensors are input to the HVECU 70 via input ports. Signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from 84, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the like can be mentioned. Further, the vehicle speed V from the vehicle speed sensor 88, the CS (Charge Sustaining) mode, or the hybrid travel (HV travel) that travels with the operation of the engine 22 and the electric travel (EV that travels without the operation of the engine 22). A mode instruction signal Smd from a mode switch 89 for instructing a CD (Charge Depleting) mode in which EV driving is given priority over the CS mode. Further, a connection signal SWC from the connection switch 62 that is attached to the power plug 61 and determines whether or not the power plug 61 is connected to the external power source 69 can also be cited. A control signal to the charger 60 is output from the HVECU 70 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, HV traveling or EV traveling is performed in the CD mode or the CS mode.

  In the embodiment, when the power plug 61 is connected to the external power supply 69 when the vehicle is stopped with the system off (system stopped) at a charging point such as a home or a charging station, the HVECU 70 receives power from the external power supply 69. Is used to control the charger 60 so that the battery 50 is charged. When the power storage ratio SOC of the battery 50 is larger than a threshold value Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system activation), the power storage ratio SOC of the battery 50 is a threshold value Shv2 (for example, 25%). , 30%, 35%, etc.) or less), and in the CS mode until the system is turned off after the storage ratio SOC of the battery 50 reaches the threshold value Shv2. When the system is turned on and the storage ratio SOC of the battery 50 is less than or equal to the threshold value Shv1, the vehicle travels in the CS mode until the system is turned off. If the mode switch 92 is operated while traveling in the CD mode, the vehicle travels in the CS mode. When the mode switch 92 is traveled again while traveling in the CS mode by operating the mode switch 92, the vehicle travels in the CD mode.

  The EV traveling is normally driven and controlled as follows. First, the HVECU 70 sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. Subsequently, a value 0 is set for the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is output so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Set. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  The HV traveling is normally driven and controlled as follows. First, the HVECU 70 sets the required torque Tr * required for traveling based on the accelerator opening Acc and the vehicle speed V. Subsequently, the required torque Tr * is multiplied 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 or the vehicle speed V by a conversion factor) and the travel power Pdrv required for travel. * Calculate. Next, the required power Pe * required for the vehicle is obtained by subtracting the charge / discharge required power Pb * of the battery 50 based on the storage ratio SOC of the battery 50 (a positive value when discharging from the battery 50) from the travel power Pdrv *. Set. The required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque Te * and torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set and transmitted to engine ECU 24 and motor ECU 40. The target rotational speed Ne * and the target torque Te * of the engine 22 are set by a fuel efficiency optimal operation line that efficiently outputs the required power Pe * from the engine 22. Torque command Tm1 * of motor MG1 is set by feedback control so that engine 22 is operated at target rotational speed Ne * or target torque Te *. The torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. 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 *. Control and so on. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when an abnormality occurs in the motor MG2 will be described. FIG. 2 is a flowchart illustrating an example of an MG2 abnormality processing routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the MG2 abnormality processing routine is executed, the HVECU 70 first determines whether an abnormality has occurred in the motor MG2 (step S100). The abnormality of the motor MG2 includes not only the abnormality of the motor MG2, but also the abnormality of the inverter 42 that drives the motor MG2. When it is determined that no abnormality has occurred in the motor MG2, this routine is terminated.

  If it is determined in step S100 that an abnormality has occurred in the motor MG2, it is determined whether or not the battery 50 is being externally charged by the charger 60 (step S110). When it is determined that the battery 50 is being externally charged by the charger 60, external charging is immediately stopped (step S120), and notification is made that the cruising distance will be longer if the battery is not charged (step S130). This routine ends. The notification that the cruising distance will be longer when the battery is not charged is displayed on a display (not shown) in the vicinity of the driver's seat, the display is arranged near the charger 60, or the display is arranged on the external power source 69 side. This is done by displaying or notifying by voice. FIG. 3 shows an example of a collinear diagram when the vehicle evacuates without an output of torque from the motor MG2 because an abnormality has occurred in the motor MG2. In the figure, the left S-axis indicates the rotational speed of the sun gear of the planetary gear 30 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier of the planetary gear 30 that is the rotational speed Ne of the engine 22, and the R-axis is The rotation speed of the ring gear (drive shaft 36) of the planetary gear 30, which is the rotation speed Nm2 of the motor MG2, is shown. The thick arrow on the S axis indicates the torque output from the motor MG1, the thick arrow on the C axis indicates the torque output from the engine 22, and the thick arrow on the R axis is output from the motor MG1 and passes through the planetary gear 30. A torque acting on the drive shaft 36 is shown. When abnormality occurs in the motor MG2, the retreat travel is performed without traveling torque output from the motor MG2. At this time, the motor MG1 functions as a generator. For this reason, the battery 50 is charged with traveling. Therefore, the cruising distance (travelable distance) decreases as the storage ratio SOC of the battery 50 increases, and the cruising distance (travelable distance) increases as the storage ratio SOC decreases. For this reason, in the embodiment, the external charging is immediately stopped, and notification is made that the cruising distance becomes longer if the charging is not performed.

  When it is determined in step S110 that the battery 50 is not being externally charged by the charger 60, that is, when external charging is not performed but the system is running (including running), the fact that external charging cannot be performed is stored (step S110). S140) Notifying that the cruising distance will be longer if not charging when starting the next external charging (step S150), and this routine is ended. The fact that external charging is not possible can be stored, for example, by setting a value of 1 to the external charging enable / disable flag.

  In the hybrid vehicle 20 of the embodiment described above, when an abnormality occurs in the motor MG2 during the external charging of the battery 50 by the charger 60, the external charging is immediately stopped, and notification is made that the cruising distance becomes longer if the charging is not performed. To do. This makes it possible to increase the cruising distance when the retreat travel is performed without outputting torque from the motor MG2, and it is possible to prevent the retreat travel from being disabled by fully charging the battery 50. That is, it is possible to ensure retreat travel when an abnormality occurs in the motor MG2. Further, when an abnormality occurs in the motor MG2 when the external charging is not being performed, the fact that the external charging cannot be performed is stored, and when the next external charging is started, the cruising distance becomes longer when the charging is not performed. As a result, charging of the battery 50 can be avoided and retreat travel can be ensured.

  In the hybrid vehicle 20 of the embodiment, when an abnormality occurs in the motor MG2 during the external charging of the battery 50 by the charger 60, the external charging is immediately stopped. However, during the external charging of the battery 50 by the charger 60, When abnormality occurs in the motor MG2, external charging may be limited. In this case, external charging may be performed until the storage ratio SOC of the battery 50 reaches a predetermined value (for example, 50% or 60%).

  In the hybrid vehicle 20 of the embodiment, the external power source 69 is an AC power commercial power source, and the charger 60 includes an AC / DC converter and a DC / DC converter, but the external power source is a DC power whose voltage can be adjusted. The charger may include a charging control device that performs charging control. In this case, the voltage from the external power source may be adjusted by the charging control device.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used instead of the battery 50.

  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 engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the motor MG2 corresponds to the “second motor”, and the battery 50 Corresponds to the “power storage device”, the charger 60 corresponds to the “charger”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to the “control device”.

  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 manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 45, 46 Temperature sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 For battery Electronic control unit (battery ECU 52), 54 power line, 60 charger, 61 power plug, 62 connection switch, 69 external power supply, 70 electronic control unit for hybrid (HVECU), 72 flats Yumemori, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 89 a mode switch, MG1, MG2 motor.

Claims (1)

Engine,
A first motor;
Planetary gears in which three rotating elements are connected to an output shaft of the engine, a rotating shaft of the first motor, and a drive shaft connected to an axle;
A second motor for inputting and outputting power to the drive shaft;
A power storage device that exchanges power with the first motor and the second motor;
A charger for charging the power storage device using electric power from an external power source;
A control device for controlling the engine, the first motor, the second motor, and the charger;
A hybrid vehicle comprising:
The control device limits charging of the power storage device by the charger when an abnormality occurs in the second motor.
A hybrid vehicle characterized by that.

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