JP2022089687A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which enables a vehicle to perform evacuation travel in a case where a first electric motor has a breakdown and a power storage device cannot be charged.SOLUTION: In a case where a front rotary electric machine FrMG has a breakdown and a HV battery 28 cannot be charged, a vehicle control device can supply electric power Wsh generated with a rear rotary electric machine RrMG to, for example, an auxiliary device 68 and an air-conditioning unit 62 while driving front wheels 14 with an engine 12 in a manner that causes the engine 12 to drive the front wheels 14 and generates the electric power Wsh to be consumed, for example, by the auxiliary device 68 and the air-conditioning unit 62 through regeneration of the rear rotary electric machine RrMG using power of the engine 12. Thus, the vehicle control device enables a vehicle to perform evacuation travel in a case where the front rotary electric machine FrMG has the breakdown and the HV battery 28 cannot be charged.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle including an engine and a first electric motor connected to the first drive wheel so as to be able to transmit power, a second electric motor connected to the second drive wheel so as to be able to transmit power, and a power storage device. The present invention relates to retractable running when the first electric motor fails and the power storage device cannot be charged.

A well-known control device for a vehicle is provided with (a) an engine and a first electric motor connected to each of the first drive wheels so as to be able to transmit power, and (b) a power storage device. For example, the vehicle control device described in Patent Document 1 is that. The vehicle of Patent Document 1 is provided with a second electric motor connected to the first drive wheel so as to be able to transmit power. In Patent Document 1, the power of the engine is used to generate electricity in the first electric motor to charge the power storage device, but when the first electric motor is out of order, the power of the engine is used to charge the power storage device. It is described that the power storage device is charged by generating electricity with the second electric motor.

Japanese Unexamined Patent Publication No. 2001-57705

By the way, a vehicle different from the vehicle as in Patent Document 1, for example, (a) an engine and a first motor connected to each of the first drive wheels so as to be able to transmit power, and (b) power can be transmitted to the second drive wheel. Can be considered a vehicle equipped with a second motor connected to (c) a power storage device. Further, when the technique of Patent Document 1 is applied to such a vehicle, when the first electric motor is out of order, the second electric motor generates electricity by the power of the engine to charge the power storage device. Can be considered. However, even in such a vehicle, for example, if an abnormality occurs in the power storage device and the power storage device cannot be charged, power cannot be supplied from the power storage device to an auxiliary machine or the like in the vehicle, so that the vehicle can be evacuated. There was a problem that it became impossible to do.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of performing evacuation traveling when the first electric motor fails and the power storage device cannot be charged. To provide.

The gist of the first invention is (a) an engine and a first electric motor connected to the first drive wheel so as to be able to transmit power, and a second electric motor connected to the second drive wheel so as to be able to transmit power. A control device for a vehicle including a power storage device, wherein (b) the first electric motor fails and the power storage device can be charged, the second electric motor generates electricity by the power of the engine. When the power storage device is charged and (c) the first electric motor fails and the power storage device cannot be charged, at least the power consumed by the auxiliary machine is generated by the second motor while the first engine is used to generate electricity. It is to drive the drive wheels to drive.

According to the vehicle control device of the first invention, (b) when the first electric motor fails and the power storage device can be charged, the second electric motor generates electricity by the power of the engine to generate the power storage device. When charging is performed and (c) the first electric motor fails and the power storage device cannot be charged, the first drive wheel is driven by the engine while the second electric motor generates at least the power consumed by the auxiliary machine. Drive and drive. Therefore, when the first electric motor fails and the power storage device cannot be charged, at least the second electric motor is regenerated by driving the first drive wheel with the engine and running using the power of the engine. Since the power consumed by the auxiliary machine is generated, the power generated by the second electric motor can be supplied to at least the auxiliary machine while the engine drives the first drive wheel. As a result, the evacuation running can be performed when the first electric motor fails and the power storage device cannot be charged.

It is a figure explaining the schematic structure of the hybrid vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is a figure which shows an example of the torque ratio of an engine and a front rotary electric machine at the time of charging an HV battery while running in an HV running mode. It is a figure which shows an example of the torque ratio of an engine and a rear rotary electric machine at the time of charging an HV battery in the 1st evacuation running where the front rotary electric machine is out of order. It is a flowchart explaining the main part of the control operation of the electronic control device of FIG. 1, and describes an example of the control operation such as a hybrid drive control by an engine, a front rotary electric machine, and a rear rotary electric machine while traveling in an HV running mode. It is a flowchart.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) to which the present invention is applied, and is a diagram illustrating a main part of a control function and a control system for various controls in the vehicle 10. Is. In FIG. 1, the vehicle 10 is a driving force source of an engine 12, a front rotary electric machine (first motor) FrMG, which is a driving force source of the front wheels (first driving wheels) 14, and a rear wheel (second driving wheel) 16. It is a hybrid vehicle equipped with a certain rear rotary electric machine (second electric motor) RrMG. As shown in FIG. 1, the engine 12 and the front rotary electric machine FrMG are connected to the front wheels 14 so as to be able to transmit power, and the rear rotary electric machine RrMG is connected to the rear wheels 16 so as to be able to transmit power. The vehicle 10 includes a front unit 18 provided in a power transmission path between the engine 12 and the front wheels 14, and a rear unit 20 for driving the rear wheels 16.

The engine 12 is an engine torque Te which is an output torque of the engine 12 by controlling an engine control device 22 including a throttle actuator, a fuel injection device, an ignition device, etc. provided in the vehicle 10 by an electronic control device 100 described later. Is controlled.

The front rotary electric machine FrMG and the rear rotary electric machine RrMG are rotary electric machines having a function as a motor for generating mechanical power from electric power and a function as a generator for generating electric power from mechanical power, so-called. It is a motor generator.

The front rotary electric machine FrMG is connected to the HV battery 28 via the front inverter 24 (FrPCU) and the system main relay 26 (SMR). In the front rotary electric machine FrMG, the front inverter 24 is controlled by the electronic control device 100 described later, so that the FrMG torque TmFr, which is the output torque of the front rotary electric machine FrMG, is controlled. The FrMG torque TmFr is, for example, when the front rotary electric machine FrMG has a forward rotation in which the rotation direction is the same as when the engine 12 is operating, the positive torque on the acceleration side is the power running torque, and the negative torque on the deceleration side is the regenerative torque. Is.

The front rotary electric machine FrMG generates power for traveling by the electric power supplied from the HV battery 28 via the front inverter 24 and the system main relay 26 in place of the engine 12 or in addition to the engine 12. Further, the front rotary electric machine FrMG generates electric power by the power of the engine 12 and the driven force input from the front wheel 14 side. The electric power generated by the power generation of the front rotary electric machine FrMG is charged to the HV battery 28 via the front inverter 24 and the system main relay 26. Alternatively, the electric power generated by the power generation of the front rotary electric machine FrMG is supplied to the rear rotary electric machine RrMG, and the rear rotary electric machine RrMG is driven. Unless otherwise specified, the electric power also agrees with the electric energy. Further, the torque and the force are the same as the power unless otherwise specified.

The rear rotary electric machine RrMG is connected to the HV battery 28 via the rear inverter 30 (RrPCU) and the system main relay 26. In the rear rotary electric machine RrMG, the rear inverter 30 is controlled by the electronic control device 100 described later, so that the RrMG torque TmRr, which is the output torque of the rear rotary electric machine RrMG, is controlled. The RrMG torque TmRr is, for example, in the case of forward rotation in which the rotation direction of the rear rotary electric machine RrMG is the same as that in forward traveling, the positive torque on the acceleration side is the power running torque, and the negative torque on the deceleration side is the regenerative torque. ..

The rear rotary electric machine RrMG generates electric power for traveling by the electric power supplied from the HV battery 28 via the rear inverter 30 and the system main relay 26, or the electric power generated by the front rotary electric machine FrMG. Further, the rear rotary electric machine RrMG generates electric power by the driven force input from the rear wheel 16 side. The electric power generated by the power generation of the rear rotary electric machine RrMG is charged to the HV battery 28 via the rear inverter 30 and the system main relay 26. The HV battery 28 is a power storage device that transfers electric power to the front rotary electric machine FrMG and the rear rotary electric machine RrMG.

The front unit 18 includes a K0 clutch 34 (K0), an input clutch 36 (WSC), an automatic transmission 38, and the like in a case 32 which is a non-rotating member attached to a vehicle body. The K0 clutch 34 is a clutch provided between the engine 12 and the front rotary electric machine FrMG in the power transmission path between the engine 12 and the front wheels 14. The input clutch 36 is a clutch provided between the K0 clutch 34 and the automatic transmission 38 on the power transmission path between the engine 12 and the front rotary electric machine FrMG and the front wheels 14. The automatic transmission 38 is connected to the input clutch 36 and is interposed in the power transmission path between the input clutch 36 and the front wheels 14. Further, the front unit 18 includes a differential device 42 (DIFF) connected to the output rotating member 40 of the automatic transmission 38, a pair of left and right front wheel axles 44 connected to the front wheels 14, and the like. Further, the front unit 18 is a speed change of the engine connecting shaft 46 connecting the engine 12 and the K0 clutch 34, the rotary electric machine connecting shaft 48 connecting the K0 clutch 34 and the input clutch 36, and the automatic transmission 38. The machine input shaft 50 is provided.

The front rotary electric machine FrMG is connected to the rotary electric machine connecting shaft 48 so as to be able to transmit power in the case 32. The front rotary electric machine FrMG is connected to the power transmission path between the engine 12 and the front wheel 14, particularly the power transmission path between the K0 clutch 34 and the input clutch 36 so as to be able to transmit power. That is, the front rotary electric machine FrMG is connected to the input clutch 36 and the automatic transmission 38 so as to be able to transmit power without going through the K0 clutch 34. From a different point of view, the input clutch 36 and the automatic transmission 38 each form a part of the power transmission path between the front rotary electric machine FrMG and the front wheel 14.

The automatic transmission 38 is a known planetary gear type automatic transmission including, for example, one set or a plurality of sets of planetary gear devices (not shown) and a plurality of engaging devices CB. The engagement device CB is a hydraulic friction engagement device composed of, for example, a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is in a control state such as an engaged state and a released state by changing the CB torque Tcb, which is the respective torque capacity, by the pressure-adjusted CB hydraulic pressure PRcb supplied from the hydraulic control circuit 52. Is switched.

The automatic transmission 38 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni / AT output rotation speed No) by engaging any of the engagement devices CB. This is a stepped transmission in which any one of a plurality of gears (also referred to as gears) having different gears is formed. In the automatic transmission 38, the gear stages formed according to the accelerator operation of the driver (= driver), the vehicle speed V, and the like are switched by the electronic control device 100 described later, that is, a plurality of gear stages (for example, in this embodiment). 6 gear stages) are selectively formed. The AT input rotation speed Ni is the rotation speed of the transmission input shaft 50 and is the input rotation speed of the automatic transmission 38. The AT output rotation speed No is the rotation speed of the output rotation member 40 of the automatic transmission 38, and is the output rotation speed of the automatic transmission 38.

The K0 clutch 34 is a wet or dry friction engagement device composed of, for example, a multi-plate or single-plate clutch. The K0 clutch 34 is switched between a control state such as an engaged state and a disengaged state by an electronic control device 100 described later. The control state of the K0 clutch 34 is switched by changing the K0 torque Tk0, which is the torque capacity of the K0 clutch 34, by the K0 hydraulic PRk0 supplied from the hydraulic control circuit 52.

The input clutch 36 is a wet or dry friction engagement device composed of, for example, a multi-plate or single-plate clutch. The input clutch 36 is switched between control states such as an engaged state and a disengaged state by an electronic control device 100 described later. The control state of the input clutch 36 is switched by changing the WSC torque Twsc, which is the torque capacity of the input clutch 36, by the WSC hydraulic pressure PRwsc supplied from the hydraulic control circuit 52.

In the engaged state of the K0 clutch 34, the engine 12 and the front rotary electric machine FrMG are connected so as to be able to transmit power via the engine connecting shaft 46 and the rotary electric machine connecting shaft 48. That is, the K0 clutch 34 is engaged to connect the engine 12 and the front rotary electric machine FrMG so as to be able to transmit power. On the other hand, in the released state of the K0 clutch 34, the power transmission between the engine 12 and the front rotary electric machine FrMG is cut off. That is, when the K0 clutch 34 is released, the connection between the engine 12 and the front rotary electric machine FrMG is disconnected. That is, the K0 clutch 34 is engaged to connect the engine 12 and the front rotary electric machine FrMG, while the K0 clutch 34 is disengaged to disconnect the connection between the engine 12 and the front rotary electric machine FrMG. Is.

In the engaged state of the input clutch 36, the rotary electric machine connecting shaft 48 and the transmission input shaft 50 are connected. At this time, the front rotary electric machine FrMG is connected to the front wheels 14 via the rotary electric machine connecting shaft 48, the input clutch 36, the transmission input shaft 50, the output rotating member 40, the differential device 42, and the front wheel axle 44 so as to be able to transmit power. To. Further, in the engaged state of the K0 clutch 34 and the input clutch 36, in addition to the front rotary electric machine FrMG, the engine 12 includes the rotary electric machine connecting shaft 48, the input clutch 36, the transmission input shaft 50, the output rotating member 40, and the differential device. It is connected to the front wheel 14 so as to be able to transmit power via the front wheel axle 44 and the front wheel axle 44. On the other hand, in the released state of the input clutch 36, the connection between the rotary electric machine connecting shaft 48 and the transmission input shaft 50 is cut off. That is, the input clutch 36 connects the engine 12 and the front rotary electric machine FrMG with the front wheel 14 by being engaged, while the input clutch 36 connects between the engine 12 and the front rotary electric machine FrMG and the front wheel 14 by being released. It is a clutch for disconnection and disconnection.

In the front unit 18, the power output from the engine 12 is the engine connecting shaft 46, the rotary electric machine connecting shaft 48, the transmission input shaft 50, and the automatic transmission when the K0 clutch 34 and the input clutch 36 are engaged. It is transmitted to the front wheel 14 via the 38, the output rotating member 40, the differential device 42, and the front wheel axle 44 in sequence. Further, the power output from the front rotary electric machine FrMG is the rotary electric machine connecting shaft 48, the transmission input shaft 50, the automatic transmission 38, the output rotating member 40, and the differential device 42 when the input clutch 36 is engaged. , And are transmitted to the front wheels 14 via the front wheel axles 44 in sequence.

On the other hand, when the input clutch 36 is released, the power transmission path between the engine 12 and the front rotary electric machine FrMG and the front wheel 14 is cut off, and the power of the engine 12 and the front rotary electric machine FrMG is not transmitted to the front wheel 14. Further, when the K0 clutch 34 is released and the input clutch 36 is engaged, the power of the front rotary electric machine FrMG is transmitted to the front wheels 14 via the automatic transmission 38 and the like, while the engine 12 is engaged. Power is no longer transmitted to the front wheels 14. Further, when the K0 clutch 34 is engaged and the input clutch 36 is released, the power of the engine 12 and the front rotary electric machine FrMG is not transmitted to the front wheels 14, but the engine 12 and the front rotary electric machine FrMG are powered. Connected in a communicable manner. At this time, power can be generated by the front rotary electric machine FrMG by the power of the engine 12.

The rear unit 20 includes a rear inverter 30 controlled by an electronic control device 100 described later, a rear rotary electric machine RrMG, a pair of left and right rear wheel axles 54 connected to the left and right rear wheels 16, and the like. The rear rotary electric machine RrMG is connected to the pair of left and right rear wheel axles 54 directly or via a speed reducer (not shown). Therefore, the rear rotary electric machine RrMG is connected to the rear wheel 16 via the rear wheel axle 54 or the like so that the power output from the rear rotary electric machine RrMG can be transmitted to the rear wheel 16 via the rear wheel axle 54 or the like. It is transmitted to the ring 16.

The vehicle 10 includes a mechanical oil pump MOP58 and an electric oil pump EOP60. The MOP 58 is connected to, for example, a rotary electric machine connecting shaft 48 via gears or the like so as to be able to transmit power, and is rotationally driven by at least one of the engine 12 and the front rotary electric machine FrMG to drive the hydraulic oil used in the front unit 18. Discharge. The EOP60 is rotationally driven by a pump motor (not shown) to discharge hydraulic oil. The hydraulic oil discharged by MOP58 and EOP60 is supplied to the hydraulic control circuit 52. The hydraulic pressure control circuit 52 supplies CB hydraulic pressure PRcb, K0 hydraulic pressure PRk0, WSC hydraulic pressure PRwsc and the like, respectively, based on the hydraulic oil discharged by MOP58 and EOP60.

The vehicle 10 includes an air conditioner unit 62 (A / C) driven by the electric power of the HV battery 28. Further, the vehicle 10 includes a DC / DC converter 66 that steps down the high voltage of the HV battery 28 to charge the low voltage battery 64. The electric power charged in the low-voltage battery 64 is supplied to the vehicle 10, for example, an auxiliary device 68 such as a fan motor, a power steering motor, a lamp, and an audio, an electronic control device 100 described later, and the like.

The vehicle 10 further includes an electronic control device 100 (control device) including a control device for the vehicle 10 related to travel control and the like. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 is configured to include each ECU for engine control, rotary electric machine control, hydraulic control, etc., if necessary.

The electronic control device 100 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 70, input rotation speed sensor 72, output rotation speed sensor 74, FrMG rotation speed sensor 76, RrMG rotation speed sensor 78, accelerator open). Various signals based on the detected values by the degree sensor 80, throttle valve opening sensor 82, brake switch 84, battery sensor 86, oil temperature sensor 88, etc. (for example, engine rotation speed Ne, which is the rotation speed of the engine 12, automatic transmission) AT input rotation speed Ni, which is the rotation speed of the transmission input shaft 50 of 38, AT output rotation speed No, which is the rotation speed of the output rotation member 40 of the automatic transmission 38, and rotation of the front rotation electric machine FrMG. FrMG rotation speed NmFr, which is the speed, RrMG rotation speed NmRr, which is the rotation speed of the rear rotary electric machine RrMG, accelerator opening θacc, which is the amount of accelerator operation of the driver indicating the magnitude of the driver's acceleration operation, and opening of the electronic throttle valve. Throttle valve opening θth, which is the degree, brake-on signal Bon, which is a signal indicating the state in which the brake pedal for operating the wheel brake is operated by the driver, battery temperature THbat of the HV battery 28, and battery charge / discharge current Ibat. , Battery voltage Vbat, hydraulic oil temperature THoil, which is the temperature of the hydraulic oil in the hydraulic control circuit 52, etc.) are supplied respectively.

From the electronic control device 100, various command signals (for example, the engine 12) are transmitted to each device (for example, engine control device 22, front inverter 24, rear inverter 30, hydraulic control circuit 52, system main relay 26, etc.) provided in the vehicle 10. Engine control command signal Se for control, FrMG control command signal SmFr for controlling front rotary electric machine FrMG, RrMG control command signal SmRr for controlling rear rotary electric machine RrMG, CB for controlling engagement device CB Hydraulic control command signal Scb, K0 hydraulic control command signal Sk0 for controlling the K0 clutch 34, WSC hydraulic control command signal Sswc for controlling the input clutch 36, relay switching for switching the disconnection state of the system main relay 26. The command signal Ssmr, etc.) is output respectively. When the power switch of the vehicle 10 is switched to the ON state, the system main relay 26 is switched to the connected state by the relay switching command signal Ssmr, and power can be supplied from the HV battery 28.

The electronic control device 100 includes a hybrid control means, that is, a hybrid control unit 102, and an evacuation travel control means, that is, an evacuation travel control unit 104, in order to realize various travel controls in the vehicle 10.

The hybrid control unit 102 functions as an engine control means that controls the operation of the engine 12, that is, an engine control unit 102a, and as a FrMG control means that controls the operation of the front rotary electric machine FrMG via the front inverter 24, that is, the FrMG control unit 102b. And a function as an RrMG control means for controlling the operation of the rear rotary electric machine RrMG via the rear inverter 30, that is, a function as an RrMG control unit 102c. And hybrid drive control by the rear rotary electric machine RrMG is executed.

The hybrid control unit 102 calculates the drive request amount for the vehicle 10 by the driver, for example, by applying the accelerator opening degree θacc and the vehicle speed V to the drive request amount map. The drive request amount map is a relationship obtained and stored experimentally or by design in advance, that is, a predetermined relationship. The drive required amount is, for example, the required drive torque Trdem in the front wheels 14 and the rear wheels 16. The required drive torque Trdem [Nm] is, in other words, the required drive power Prdem [W] at the vehicle speed V at that time. As the required driving amount, the required driving force Frdem [N], the required AT output torque in the output rotating member 40 of the automatic transmission 38, and the like can also be used. In the calculation of the drive request amount, the AT output rotation speed No or the like may be used instead of the vehicle speed V.

The hybrid control unit 102 realizes the required drive power Prdem in consideration of the transmission loss, the auxiliary load, the gear ratio γat of the automatic transmission 38, the rechargeable power Win of the HV battery 28, the dischargeable power Wout, and the like. , The engine control command signal Se for controlling the engine 12, the FrMG control command signal SmFr for controlling the front rotary electric power FrMG, and the RrMG control command signal SmRr for controlling the rear rotary electric power RrMG are output. .. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The FrMG control command signal SmFr is, for example, a command value of the power consumption WmFr of the front rotary electric machine FrMG that outputs the FrMG torque TmFr at the FrMG rotation speed NmFr at that time. Further, the RrMG control command signal SmRr is, for example, a command value of the power consumption WmRr of the rear rotary electric machine RrMG that outputs the RrMG torque TmRr at the RrMG rotation speed NmRr at that time.

The rechargeable power Win of the HV battery 28 is the maximum power that can be input that defines the limit of the input power of the HV battery 28, and indicates the input limit of the HV battery 28. The dischargeable power Wout of the HV battery 28 is the maximum power that can be output that defines the limit of the output power of the HV battery 28, and indicates the output limit of the HV battery 28. The rechargeable power Win and the dischargeable power Wout of the HV battery 28 are calculated by the electronic control device 100 based on, for example, the battery temperature THbat and the remaining charge SOC [%] of the HV battery 28. The remaining charge SOC of the HV battery 28 is a value indicating the state of charge of the HV battery 28, and is calculated by the electronic control device 100 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat.

When the hybrid control unit 102 can cover the required drive torque Trdem with only the output of at least one of the front rotary electric machine FrMG and the rear rotary electric machine RrMG, the hybrid control unit 102 sets the traveling mode to the motor traveling (= EV traveling) mode. In the EV traveling mode, the hybrid control unit 102 performs EV traveling using at least one of the front rotary electric machine FrMG and the rear rotary electric machine RrMG as a driving force source in the released state of the K0 clutch 34 and the engaged state of the input clutch 36. ..

On the other hand, the hybrid control unit 102 sets the traveling mode to the engine traveling mode, that is, the hybrid traveling (= HV traveling) mode when the required drive torque Trdem cannot be satisfied unless at least the output of the engine 12 is used. In the HV traveling mode, the hybrid control unit 102 performs engine traveling, that is, HV traveling, in which the engine 12 is used as a driving force source at least in the engaged state of the K0 clutch 34 and the input clutch 36. Further, even when the required drive torque Trdem can be covered by the output of at least one of the front rotary electric machine FrMG and the rear rotary electric machine RrMG, the hybrid control unit 102 starts the engine in which the remaining charge SOC of the HV battery 28 is predetermined. When the value is less than the threshold value or when the engine 12 needs to be warmed up, the HV driving mode is established. The engine start threshold value is a predetermined threshold value for forcibly starting the engine 12 to determine that the remaining charge amount SOC needs to be charged to charge the HV battery 28. In this way, the hybrid control unit 102 automatically stops the engine 12 during HV driving, restarts the engine 12 after the engine is stopped, or restarts the engine 12 during EV driving based on the required drive torque Trdem or the like. It switches between EV driving mode and HV driving mode by starting.

When the hybrid control unit 102 can charge the HV battery 28 with the remaining charge SOC of, for example, a predetermined value SOC1 [%] or less while traveling in the HV driving mode, the hybrid control unit 102 is fronted by the power of the engine 12. Power is generated by the rotary electric machine FrMG. For example, as shown in FIG. 2, the hybrid control unit 102 has an engine torque Te output from the engine 12 when the magnitude of the vehicle driving force, that is, the magnitude of the required driving torque Trdem is "100 [%]". The magnitude is "110 [%]" and the magnitude of the FrMG torque TmFr of the front rotary electric machine FrMG is "-10 [%]", that is, the magnitude of the regenerative torque of the front rotary electric machine FrMG is "10 [%]". As described above, the engine control command signal Se and the FrMG control command signal SmFr are output. That is, the hybrid control unit 102 outputs the engine control command signal Se and the FrMG control command signal SmFr so that power generation is performed by the front rotary electric machine FrMG while realizing the required drive torque Trdem. As a result, the electric power generated by the front rotary electric machine FrMG is charged into the HV battery 28. The predetermined value SOC1 is a value that affects the battery life when the HV battery 28 is further charged, and is a predetermined value with respect to the maximum charge remaining amount of the HV battery 28. Further, FIG. 2 is a diagram showing an example of the torque ratio between the engine 12 and the front rotary electric machine FrMG when the HV battery 28 is being charged while traveling in the HV traveling mode. Further, the arrow A shown in FIG. 2 indicates the driving force in the forward direction of the vehicle 10 by the engine 12 during normal driving.

As shown in FIG. 1, the evacuation travel control unit 104 includes a function as a FrMG failure determination means, that is, a FrMG failure determination unit 104a, and a function as a battery charge non-determination means, that is, a battery charge non-determination unit 104b. .. The evacuation travel control unit 104 is a hybrid so that a predetermined first evacuation travel and a predetermined second evacuation travel are performed based on the determination results of the FrMG failure determination unit 104a and the battery charge impossible determination unit 104b. It controls the control unit 102 and the like.

The FrMG failure determination unit 104a determines whether or not the front rotary electric machine FrMG is out of order. For example, the FrMG failure determination unit 104a compares the FrMG control command signal SmFr output from the electronic control device 100 with the FrMG rotation speed NmFr detected by the FrMG rotation speed sensor 76, and for example, the FrMG control command signal SmFr is used. When the front rotary electric machine FrMG is not driven regardless of the output, it is determined that a failure has occurred in the front rotary electric machine FrMG. When the FrMG failure determination unit 104a determines that a failure has occurred in the front rotary electric machine FrMG, the electronic control device 100 turns on the first warning light provided on the meter panel (not shown) to inform the driver of the front. Notify the failure of the rotary electric machine FrMG.

The battery charge impossible determination unit 104b determines whether or not the HV battery 28 cannot be charged, that is, whether or not an abnormality has occurred in the HV battery 28. For example, the battery charge impossible determination unit 104b determines whether or not an abnormality has occurred in the HV battery 28 based on the battery temperature THbat, the battery charge / discharge current Ibat, and the battery voltage Vbat detected from the battery sensor 86. .. The abnormality of the HV battery 28 includes, for example, disconnection or short circuit in the HV battery 28. When the electronic control device 100 determines that the HV battery 28 cannot be charged by the battery charge impossible determination unit 104b, the electronic control device 100 turns on the second warning light provided on the meter panel (not shown) to inform the driver of the HV battery 28. Notify the abnormality of.

When the predetermined first condition CD1 is satisfied, the retracted travel control unit 104 causes the rear rotary electric machine RrMG to generate power by the power of the engine 12, that is, the rear, without using the failed front rotary electric machine FrMG. The hybrid control unit 102 is controlled so that the first retracting run in which the front wheels 14 are driven by the power of the engine 12 while generating electricity by the rotary electric machine RrMG is performed. For example, the retracting travel control unit 104 sets the magnitude of the vehicle driving force, that is, the magnitude of the required driving torque Trdem to be "100 [%]" as shown in FIG. 3, and the engine torque Te output from the engine 12 The magnitude of is "110 [%]" and the magnitude of the RrMG torque TmRr of the rear rotary electric machine RrMG is "-10 [%]", that is, the magnitude of the regenerative torque of the rear rotary electric machine RrMG is "10 [%]". Therefore, the hybrid control unit 102 is controlled, that is, the engine control command signal Se and the RrMG control command signal SmRr are controlled. That is, the evacuation travel control unit 104 has the engine control command signal Se and the RrMG control command signal so that the rear rotary electric machine RrMG can generate power without using the front rotary electric machine FrMG that has failed while realizing the required drive torque Trdem. Controls with SmRr. As a result, the electric power generated by the rear rotary electric machine RrMG is charged into the HV battery 28. In the first condition CD1, for example, the FrMG failure determination unit 104a determines that the front rotary electric machine FrMG has failed, and the battery charge impossible determination unit 104b determines that the HV battery 28 can be charged. It is established when it is determined that no abnormality has occurred in the HV battery 28. Further, in the EV traveling mode, for example, when the first condition CD1 is satisfied, the retracted traveling control unit 104 engages the K0 clutch 34 to start the engine 12, so that the engine control command signal Se and the K0 hydraulic pressure are started. Controls the control command signal Sk0. Further, in the evacuation travel control unit 104, for example, when the remaining charge SOC is larger than the predetermined value SOC1, the power generation by the rear rotary electric machine RrMG is stopped. Further, FIG. 3 is a diagram showing an example of the torque ratio between the engine 12 and the rear rotary electric machine RrMG when the HV battery 28 is being charged during the first evacuation run in which the front rotary electric machine FrMG is out of order. .. Further, the arrow B shown in FIG. 3 indicates the driving force in the forward direction by the engine 12 during regeneration of the rear rotary electric machine RrMG while the vehicle is running. Further, the arrow C shown in FIG. 3 indicates a driving force for traveling in the reverse direction of the vehicle 10 by regeneration of the rear rotary electric machine RrMG while the vehicle is running.

Further, when the predetermined second condition CD2 is satisfied, the retracted travel control unit 104 disconnects the HV battery 28 in which the abnormality has occurred from the circuit and supplements, for example, with the rear rotary electric machine RrMG without using the failed front rotary electric machine FrMG. The engine control command signal Se and the RrMG control command signal so that the front wheel 14 is driven by the power of the engine 12 while generating the power consumption Wsh consumed by the machine 68, the air conditioner unit 62, etc., that is, the second retracting run is performed. It controls SmRr and the relay switching command signal Ssmr. As a result, the electric power Wsh generated by the rear rotary electric machine RrMG is supplied to, for example, the auxiliary machine 68, the air conditioner unit 62, and the like. In the second condition CD2, for example, the FrMG failure determination unit 104a determines that the front rotary electric machine FrMG has failed, and the battery charge impossible determination unit 104b determines that an abnormality has occurred in the HV battery 28. When it is done, it comes to be established. Further, the evacuation travel control unit 104 disconnects the HV battery 28 from the circuit by controlling the relay switching command signal Ssmr so that the system main relay 26 can be switched from the connected state to the disconnected state when the second condition CD2 is satisfied. .. Further, in the EV traveling mode when the second condition CD2 is satisfied, for example, the retracting traveling control unit 104 engages the K0 clutch 34 to start the engine 12, so that the engine control command signal Se and the K0 hydraulic pressure are started. It controls the control command signal Sk0.

FIG. 4 is a flowchart illustrating a main part of the control operation of the electronic control device 100, and is a control operation of a hybrid drive control and the like by the engine 12, the front rotary electric machine FrMG, and the rear rotary electric machine RrMG while traveling in the HV running mode. It is a flowchart explaining an example.

First, in step S10 corresponding to the function of the FrMG failure determination unit 104a (hereinafter, step is omitted), it is determined whether or not the front rotary electric machine FrMG is out of order. If the determination of S10 is denied, S20 corresponding to the function of the hybrid control unit 102 is executed. If the determination of S10 is affirmed, S30 corresponding to the function of the battery charge impossible determination unit 104b is executed. In S20, power is generated by the front rotary electric machine FrMG by the power of the engine 12. As a result, the HV battery 28 is charged.

In S30, it is determined whether or not the HV battery 28 cannot be charged, that is, whether or not an abnormality has occurred in the HV battery 28. When the determination of S30 is denied, that is, when the first condition CD1 is satisfied, S40 corresponding to the function of the evacuation travel control unit 104 is executed. When the determination of S30 is affirmed, that is, when the second condition CD2 is satisfied, S50 corresponding to the function of the evacuation travel control unit 104 is executed. In S40, power is generated by the power of the engine 12 in the rear rotary electric machine RrMG without using the failed front rotary electric machine FrMG. As a result, the HV battery 28 is charged. In S50, the HV battery 28 in which the abnormality has occurred is disconnected from the circuit, and the rear rotary electric machine RrMG generates the power consumption Wsh consumed by, for example, the auxiliary machine 68 or the air conditioner unit 62, without using the failed front rotary electric machine FrMG. .. As a result, the electric power Wsh generated by the rear rotary electric machine RrMG is supplied to, for example, the auxiliary machine 68, the air conditioner unit 62, and the like.

As described above, according to the electronic control device 100 of the vehicle 10 of the present embodiment, when the front rotary electric machine FrMG fails and the HV battery 28 can be charged, the rear rotary electric machine RrMG generates electricity by the power of the engine 12. When the HV battery 28 is charged and the front rotary electric machine FrMG fails and the HV battery 28 cannot be charged, the engine while generating the power consumption Wsh consumed by the auxiliary machine 68, the air conditioner unit 62, etc. with the rear rotary electric machine RrMG. The front wheel 14 is driven by 12 to travel. Therefore, when the front rotary electric machine FrMG fails and the HV battery 28 cannot be charged, the engine 12 drives the front wheels 14 and the rear rotary electric machine RrMG is regenerated by running using the power of the engine 12, for example, the auxiliary machine 68. Since the power consumption Wsh consumed by the air conditioner unit 62 and the like is generated, the power Wsh generated by the rear rotary electric machine RrMG can be supplied to, for example, the auxiliary machine 68 and the air conditioner unit 62 while the front wheel 14 is driven by the engine 12. .. As a result, the evacuation running can be performed when the front rotary electric machine FrMG fails and the HV battery 28 cannot be charged.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the first embodiment described above, when the second condition CD2 is satisfied, the evacuation travel control unit 104 generates the power consumption Wsh consumed by the auxiliary machine 68, the air conditioner unit 62, and the like by the rear rotary electric machine RrMG. For example, only the power consumption Wsh consumed by the auxiliary machine 68 may be generated by the rear rotary electric machine RrMG. That is, at least the power consumption Wsh consumed by the auxiliary machine 68 may be generated by the rear rotary electric machine RrMG.

Further, in the vehicle 10 of the first embodiment described above, the engine 12 and the front rotary electric machine FrMG connected to the front wheels 14 so as to be able to transmit power, and the rear rotary electric machine RrMG connected to the rear wheels 16 so as to be able to transmit power, respectively. It was a vehicle to prepare. For example, the present invention can be applied to a vehicle in which the engine 12 and the front rotary electric machine FrMG are connected to the rear wheels 16 so as to be able to transmit power, and the rear rotary electric machine RrMG is connected to the front wheels 14 so as to be able to transmit power.

Further, in the vehicle 10 of the first embodiment described above, a one-motor hybrid system using an engine 12 and one electric motor, that is, a front rotary electric machine FrMG as a driving force source for the front wheels 14, is provided. For example, the torque of the engine 12 is used. The present invention can be applied to a hybrid system other than the one-motor hybrid system, for example, a two-motor hybrid system, as long as it is a hybrid system that can be used as a driving force of the vehicle 10.

It should be noted that the above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Hybrid vehicle (vehicle)
12: Engine 14: Front wheel (first drive wheel)
16: Rear wheel (second drive wheel)
28: HV battery (power storage device)
68: Auxiliary machine 100: Electronic control device (control device)
104: Evacuation running control unit 104a: FrMG failure determination unit 104b: Battery charge impossible determination unit FrMG: Front rotary electric machine (first electric motor)
RrMG: Rear rotary electric machine (second electric machine)
Wsh: Power consumption

Claims (1)

It is a control device for a vehicle including an engine and a first electric motor connected to the first drive wheels so as to be able to transmit power, a second electric motor connected to the second drive wheels so as to be able to transmit power, and a power storage device. hand,
When the first electric motor fails and the power storage device can be charged, the second electric motor generates electricity by the power of the engine to charge the power storage device.
When the first electric motor fails and the power storage device cannot be charged, the engine drives the first drive wheel to run while the second electric motor generates at least the power consumption consumed by the auxiliary machine. A vehicle control device characterized by.

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