JP3949047B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

Info

Publication number
JP3949047B2
JP3949047B2 JP2002321123A JP2002321123A JP3949047B2 JP 3949047 B2 JP3949047 B2 JP 3949047B2 JP 2002321123 A JP2002321123 A JP 2002321123A JP 2002321123 A JP2002321123 A JP 2002321123A JP 3949047 B2 JP3949047 B2 JP 3949047B2
Authority
JP
Japan
Prior art keywords
electric motor
engine
power
state
abnormality
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2002321123A
Other languages
Japanese (ja)
Other versions
JP2004159401A (en
Inventor
力 道岡
稔 吉田
俊弘 炭谷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daihatsu Motor Co Ltd
Original Assignee
Daihatsu Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daihatsu Motor Co Ltd filed Critical Daihatsu Motor Co Ltd
Priority to JP2002321123A priority Critical patent/JP3949047B2/en
Publication of JP2004159401A publication Critical patent/JP2004159401A/en
Application granted granted Critical
Publication of JP3949047B2 publication Critical patent/JP3949047B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、電動モータの電力を調整制御するインバ−タと、そのインバータと蓄電装置とを接続する電力路を接続状態と遮断状態とに切り換え自在な電力路断続手段と、車両の運転状態を制御する制御手段とが備えられた車両の制御装置に関する。
【０００２】
【従来の技術】
上記構成の車両としては、例えば、エンジンと電動モータとを備え、電動モータによる回生電力を利用して蓄電装置に充電を行うハイブリッド車両、燃料電池からの電力により電動モータを駆動するとともに電動モータによる回生電力を利用して蓄電装置に充電を行う燃料電池駆動型の電動車両、あるいは、蓄電装置からの電力により電動モータを駆動するとともに電動モータによる回生電力を利用して前記蓄電装置に充電を行う蓄電装置駆動型の電動車両等がある。
【０００３】
そして、従来では、このような車両のうちハイブリッド車両における従来例として、次のように構成されたものがあった。
すなわち、エンジンと電動モータとが並列状態で走行用駆動力を出力するように、且つ、エンジンの回転に伴って電動モータが回転して回生作動させることができるように構成されたパラレル式のハイブリッド車両において、前記電動モータ又はモータ制御系の異常を検出したときに、直ちに前記電力路断続手段としてのコンタクタを遮断状態に切り換えてインバータと蓄電装置とを接続する電力路を遮断するようにして、電動モータ又はモータ制御系の異常に起因して電動モータの回生電力が不必要に供給されて蓄電装置が過充電状態となる等の不利を未然に回避させるように構成し、又、このような処理と併行して、エンジンの回転速度を、電動モータによって発生する回生電圧が前記インバータの耐電圧に相当する電圧となる設定回転速度以下に制限するようにエンジンを制御することによって、電動モータ又はモータ制御系の異常に起因して回生電圧がインバータの耐電圧を越えるような異常に高い電圧になってインバータが損傷することを防止するようにしたものがあった（例えば、特許文献１参照。）。
【０００４】
【特許文献１】
特開２００１―６９６０７号公報（第１頁―第５頁、図１―図３）
【０００５】
【発明が解決しようとする課題】
上記従来構成においては、電動モータ又はモータ制御系の異常を検出したときに、エンジンの回転速度を設定回転速度以下に制限することによってインバータに耐電圧を越えるような高い電圧が印加されないようにしているが、上記従来構成では、電動モータ又はモータ制御系の異常を検出したときに、直ちに電力路断続手段を遮断状態に切り換えるようにしているので蓄電装置を保護することはできるものの、インバータの保護が充分であるとは言えないものであった。
【０００６】
例えば、電動モータ又はモータ制御系の異常を検出したときに、エンジンの回転速度が前記設定回転速度よりも高速で回転していることが考えられるが、電動モータ又はモータ制御系の異常を検出して電力路断続手段を遮断状態に切り換えたときから、エンジンの回転速度が実際に設定回転速度以下に低下するまでには電気的な制御に比べて応答遅れがあり時間がかかることがある。しかも、上記構成においては、エンジンの回転速度が高速であればそれに伴って電動モータの回転速度も高速となり、その回転に伴って大きな回生電力を発生させることになる。
そうすると、上記したように電力路断続手段を遮断状態に切り換えたときからエンジンの回転速度が設定回転速度以下に低下する時点までの間において、エンジンの回転速度が高速であれば電動モータにて高い電圧の逆起電圧が発生してインバータに対して高い電圧の回生電圧が印加されるおそれがある。このとき、電力路断続手段が既に遮断状態になっており電動モータにて発生した回生電力は蓄電装置に充電することができず、回生電力は全てインバータの直流平滑コンデンサ等に蓄えられることになり、このとき逆起電圧が高い電圧であればインバータに対して過大な電流が流入して損傷を受けるおそれが大となる。
従って、上記従来構成においては、インバータの保護が充分でないという不利があった。
【０００７】
上記したような不利は、上記従来構成におけるハイブリッド車両に限らず、上述したような燃料電池駆動型の電動車両や蓄電装置駆動型の電動車両等の各種の電動車両であっても同様に発生するものである。
説明を加えると、このような電動車両においても、電動モータ又はモータ制御系の異常を検出したときに、直ちに、電力路断続手段を遮断状態に切り換えた場合に、その電力路断続手段を遮断状態に切り換えた後においても何らかの原因により電動モータが高速で回転していることが考えられる。例えば、車両が高速で走行しているときに電動モータ又はモータ制御系の異常を検出したような場合には、電力路断続手段を遮断状態に切り換えても車両が慣性力によって高速走行状態を維持してその慣性力により電動モータが高速での回転を継続してしまうことがある。そうすると、高速で回転する電動モータにて発生した高い逆起電圧がインバータに対して印加されてインバータが損傷を受けるおそれが大となる。従って、このような構成においてもインバータの保護が充分でないという不利があった。
【０００８】
本発明はかかる点に着目してなされたものであり、その目的は、電動モータ又はモータ制御系が異常であるときに、インバータの保護を充分に図ることが可能となる車両の制御装置を提供する点にある。
【００１３】
【課題を解決するための手段】
請求項１に記載の車両の制御装置は、電動モータの電力を調整制御するインバータと、そのインバータと蓄電装置とを接続する電力路を接続状態と遮断状態とに切り換え自在な電力路断続手段と、車両の運転状態を制御する制御手段とが備えられたものであって、前記制御手段が、前記電動モータ又はモータ制御系の異常を検出したときに、前記電動モータによって発生する逆起電圧が設定電圧以下に低下した後に前記電力路断続手段を接続状態から遮断状態に切り換えるように構成され、前記電動モータがエンジンの回転に伴って回転するように構成され、前記蓄電装置への回生量を検出する回生量検出手段が備えられ、前記制御手段が、前記電動モータ又はモータ制御系の異常を検出してから前記電力路断続手段を前記遮断状態に切り換えるまでの間において、前記回生量検出手段にて検出される回生量が設定値以上になると、前記エンジンの回転速度を低下させるように前記エンジンの作動を制御するよう構成されていることを特徴とする。
【００１４】
すなわち、電動モータ又はモータ制御系の異常を検出したときに、電動モータによって発生する逆起電圧が設定電圧以下に低下した後に電力路断続手段を接続状態から遮断状態に切り換えるようにしているので、電力路断続手段が遮断状態に切り換えられている状態ではインバータに対して設定電圧以下に低下した逆起電圧だけが印加されることになるので、インバータに対して設定電圧を越えるような高い電圧が印加されて損傷を受けるといった不利がない。
説明を加えると、電動モータ又はモータ制御系の異常を検出した場合であっても、直ちに電力路断続手段を接続状態から遮断状態に切り換えるのではなく、電動モータによって発生する逆起電圧が設定電圧以下に低下するまで電力路断続手段は接続状態を維持することになる。このように電動モータ又はモータ制御系の異常を検出した後に電力路断続手段が接続状態を維持している間において、制御系の異常により制御不能となっている電動モータが高い電圧の逆起電圧を発生していることも考えられるが、このとき電力路断続手段は接続状態を維持しているので、電動モータにて発生した回生電力は蓄電装置に充電されるので、インバータにて回生電力が全て消費されることはなく、インバータの直流電圧が高くなりインバータが損傷するおそれは少ないのである。従って、電動モータ又はモータ制御系が異常であるときに、インバータの保護を充分に図ることが可能となる車両の制御装置を提供できるに至った。
又、エンジンの回転に伴って電動モータが回転するように構成されているから、電動モータ又はモータ制御系に異常が発生して電動モータの制御が不能になった場合であっても、エンジンの回転速度に応じた逆起電圧を発生させることになる。このような構成においては、電動モータ又はモータ制御系の異常を検出してから電力路断続手段を遮断状態に切り換えるまでの間においても、エンジンの回転に伴って電動モータが回生電力を発生させることになるが、そのとき蓄電装置への回生量、例えば、蓄電装置に流入する回生電力の電流、電圧又は電力量等の回生量が設定値を越えると、エンジンの作動を制御することによりエンジンの回転速度を低下させるようにしている。
【００１５】
説明を加えると、エンジンの回転に伴って電動モータが回生電力を発生させる場合において、エンジンの回転速度が高速であれば電動モータにて発生して蓄電装置に充電される回生電力が大になり、蓄電装置が過充電状態になるおそれがあるが、回生量検出手段にて検出される回生量が設定値を越えると、エンジンの回転速度を低下させて電動モータによる回生電力を小さくさせるのである。
【００１６】
従って、電動モータ又はモータ制御系の異常を検出したときに、電動モータによって発生する逆起電圧が設定電圧以下に低下した後に電力路断続手段を遮断状態に切り換えるようにしてインバータの保護を充分に図ることができるようにしながらも、電力路断続手段を遮断状態に切り換えるまでの間において蓄電装置が過充電状態となることを適切に回避させて蓄電装置の保護を図ることが可能となる。
【００１７】
【発明の実施の形態】
以下、本発明に係る車両の一例であるハイブリッド車両の制御装置について図面に基づいて説明する。
図１に示すように、このハイブリッド車両では、走行駆動用のエンジン１の出力軸１ａに直結される状態で走行駆動用の電動モータ２を備えて、これらの動力により走行装置としての左右の車輪３を駆動して走行するように駆動手段としての駆動ユニットＫＵが構成されている。前記電動モータ２は、エンジン１の出力軸１ａにロータ２ａが同一軸芯で一体回動するように連結され、そのロータ２ａの外周部を囲うステータ２ｂが位置固定状態で図示しない車体支持部に支持される構成となっている。
【００１８】
そして、この電動モータ２は、エンジン１の作動が停止している状態においてその出力軸１ａに対して駆動力を与えてエンジン１を始動させるように構成され、且つ、エンジン１が始動した後は、出力軸１ａに対してエンジン回転方向と同方向の駆動力を与えてトルクアシストを行う力行状態と、前記出力軸１ａから駆動力が与えられて発電する回生状態とに切り換え可能に構成されている。つまり、電動モータ２がエンジン１にて回転駆動される出力軸１ａに対してその回転方向と同一方向にトルクを出力させる力行状態に切り換えることで、所望の走行駆動力を出力しながらエンジン１が低燃費状態となるように、エンジン１の出力に対する動力の補助つまりトルクアシストを行うことができる構成となっている。この作動状態が力行作動に対応する。又、走行速度を減速させているとき等において電動モータ２が回生状態となって、出力軸１ａから駆動力が与えられて発電して得られた回生電力を蓄電装置としてのバッテリー４に充電することができる構成となっている。この作動状態が回生作動に対応する。
【００１９】
前記駆動ユニットＫＵの動力は、トルクコンバータ５を介してトランスミッション６に伝えられ、このトランスミッション６内部のギア式の自動変速機構により変速された後に差動機構７を介して左右の車輪３に伝えられる構成となっている。
【００２０】
次に、このハイブリッド車両における制御構成について説明する。
図１及び図２に示すように、車両全体の動作を統括管理して車両の運転を制御する制御手段としての車両制御部８、この車両制御部８からの制御情報に基づいて電動モータ２の動作を制御するモータ制御部９、車両制御部８からの制御情報に基づいてエンジン１の出力、具体的には、電子スロットル弁１０のスロットル開度及びインジェクタ１１による燃料供給量を自動調節するエンジン制御部１２夫々が備えられ、アクセル操作具１３の操作量を検出するポテンショメータ式のアクセル操作量検出センサＳ１、ブレーキ操作具１４が踏み込み操作されているか否かを検出するスイッチ式のブレーキ操作検出センサＳ２、電動モータ２の回転速度を検出する回転速度検出手段としての回転速度センサＳ３、車輪３の車軸の回転速度に基づいて車速を検出する車速センサＳ４、シフトポジションレバー１７の位置を検出するシフトポジションセンサＳ５、回生作動においてバッテリー４に流入する回生電力の回生量の一例としての電流の大きさを検出する回生量検出手段としての流入電流量検出センサＳ６、後述するように電動モータ２に流れる電流値を検出する電流検出センサＳ７等による各種の検出情報が車両制御部８に入力される構成となっている。
【００２１】
前記モータ制御部９は、図３に示すように、バッテリー４から供給される直流電力を三相交流電力に変換して電動モータ２に供給する力行用電力を制御したり、回生作動により電動モータ２にて発生してバッテリー４に供給される回生電力を制御するインバータ２８と、車両制御部８からの制御情報に基づいてパルス幅変調（ＰＷＭ）されたパルス駆動信号をインバータ２８における各スイッチングトランジスタの各ベース端子に供給するＰＷＭ制御回路２９等を備えて構成され、電動モータ２に供給される三相交流の各相における夫々の電流値を検出する電流検出センサＳ７の検出情報に基づいて、電動モータ２に通流する電流の大きさや交流電流の周波数を変更させることにより駆動トルクや回転速度を調整したり、前記バッテリー４に充電される回生電力を調整することができる構成となっている。
【００２２】
前記インバータ２８とバッテリー４とを接続する電力路３０を接続状態と遮断状態とに切り換え自在な電力路断続手段としてのコンタクタ３１が備えられている。このコンタクタ３１は、車両制御部８からの制御指令に基づいて機械的な接点を断続することで大電流が流れる電力路３０を接続状態と遮断状態とに切り換えることができる構成となっている。又、車体操縦部には、後述するように電動モータ２の制御系に異常が発生したときに、操縦者にそのことを報知する異常報知装置３２が備えられ、この異常報知装置３２は車両制御部８からの制御指令に基づいて報知作動する構成となっている。
【００２３】
前記ブレーキ操作具１４により機械式制動手段ＫＳを作動させて機械的な制動力を発生させるための構成について説明を加えると、運転者の足踏み操作にてブレーキ操作具１４が操作されると、その足踏み操作力に対応させて制動用の油圧操作力を発生させる周知構成のマスターシリンダ１５が備えられ、このマスターシリンダ１５から作動油供給路１５ａを通して出力される油圧操作力にて前記車輪３の近傍に設けられた摩擦式の制動装置１６を作動させて車体を制動させる構成となっている。このような機械式制動手段ＫＳは、ブレーキ操作具１４に対する運転者の操作力が大きくなるほど、その油圧操作力、すなわち、機械的な制動力が大となるように変更調節自在に構成されている。
【００２４】
前記シフトポジションレバー１７の位置としては、「Ｐ」（駐車位置）、「Ｒ」（後進走行位置）、「Ｎ」（中立位置）、「Ｄ」（前進走行位置）があり、運転者により運転状況に応じて適宜切り換え操作されることになる。
【００２５】
前記車両制御部８は、シフトポジションセンサＳ５の検出情報、アクセル操作量検出センサＳ１の検出情報、車速センサＳ４の検出情報等の情報に基づいてモータ制御部９およびエンジン制御部１２に制御情報を指令するように構成されている。
【００２６】
以下、各制御部の具体的な動作について説明する。
先ず、車両制御部８によるエンジン１及び電動モータ２の制御について説明する。例えば、シフトポジションレバー１７が、「Ｐ」（駐車位置）や「Ｎ」（中立位置）にあるときは、基本的にはエンジン１を停止し電動モータ２によるトルクアシストや回生作動は行わない。しかし、バッテリー４の充電状態が設定量以下にまで低下してバッテリー４を充電する必要があるような場合には、車両制御部８は、エンジン１を作動させてエンジン１の動力を電動モータ２の回生作動により発電した電力をバッテリー４に充電するように、エンジン１及び電動モータ２の作動を制御すべく、モータ制御部９およびエンジン制御部１２に制御情報を指令するよう構成されている。
【００２７】
又、シフトポジションレバー１７が「Ｄ」（前進走行位置）に操作されて、車体進行方向として前進方向が指令されている場合には、アクセル操作具１３が踏み込み操作されて車体を発進させるときは、そのときエンジン１が停止していれば電動モータ２を回転させてエンジン１を始動させ、車体が前進走行すると、アクセル操作量に応じてエンジン１の出力を調整するとともに、電動モータ２が力行作動や回生作動を実行するように、モータ制御部９およびエンジン制御部１２に制御情報を指令するよう構成されている。そして、シフトポジションレバー１７が「Ｒ」（後進走行位置）に操作されて、車体進行方向として後進方向が指令されている場合には、アクセル操作量に応じてエンジン１の出力を調整することになるが、電動モータ２については力行作動及び回生作動のいずれも行わないようになっている。
【００２８】
次に、エンジン１の制御について説明を加えると、アクセル操作量に対するエンジン１の目標トルクの変化特性が予め設定されており、車両制御部８は、その変化特性に対応させて目標トルクを出力するように、アクセル操作量検出センサＳ１の検出情報に基づいて指令情報を求めて、エンジン制御部１２に指令するように構成され、エンジン制御部１２はその指令情報に基づいて、電子スロットル弁１０のスロットル開度及びインジェクタ１１による燃料供給量を夫々目標トルクに対応する目標値に自動調節することで、エンジン１の作動を制御する構成となっている。
【００２９】
前記電動モータ２の制御について説明を加えると、力行作動および回生作動を実行する場合には、電動モータ２の目標トルクを求めて、その求めた目標トルクを発生させるように電動モータ２の作動を制御することにより行われる。すなわち、電動モータ２の回転速度の変化に対する電動モータ２の目標トルクの変化特性がエンジンの場合と同様に予め設定されている。但し、電動モータ２の場合には、求められる目標トルクとして「正」の場合と「負」の場合とがある。
前記車両制御部８がこの特性に基づいて電動モータ２の目標トルクを求めて、目標トルクが「正」であれば前記力行作動を実行する。つまり、エンジン１の回転方向と同じ方向に電動モータ２が目標トルクを出力するように、その目標トルクに対応する制御情報がＰＷＭ制御回路２９に与えられる。そうすると、ＰＷＭ制御回路２９がその目標トルクに対応するようにタイミング及びデューティ比が設定された３相交流用のパルス信号が前記インバータ２８の各スイッチングトランジスタのベース端子に印加され、電動モータ２が目標トルクにてエンジン１をアシストすることになる。
【００３０】
電動モータ２の目標トルクが「正」でなく「負」であれば前記回生作動を実行する。つまり、電動モータ２がエンジン１の回転方向とは反対方向に前記目標トルクを出力するように、その目標トルクに対応する制御情報がＰＷＭ制御回路２９に与えられる。そうすると、ＰＷＭ制御回路２９がその目標トルクに対応するようにタイミング及びデューティ比が設定された３相交流用のパルス信号がインバータ２８の各スイッチングトランジスタのベース端子に印加され、電動モータ２がエンジン１に対して逆向きのトルク、つまり、回生トルクを付与するように作用することになる。そうすると、電動モータ２がエンジン１の動力によって駆動されて発電機として作用して、インバータ２８によって回生トルクに対応する回生電力に変更調整され、平滑用コンデンサＣにて直流に平滑化されてバッテリー４に充電される。
【００３１】
そして、前記車両制御部８は、電動モータ２の制御系の異常を検出したときに、電動モータ２によって発生する逆起電圧が、インバータ２８の耐電圧に相当する設定電圧以下に低下した後にコンタクタ３１を接続状態から遮断状態に切り換えるように構成されている。又、電動モータ２の制御系の異常を検出したときには電子スロットル弁１０によるスロットル開度を制限するようになっており、又、電動モータ２の制御系の異常を検出してからコンタクタ３１を遮断状態に切り換えるまでの間において、流入電流量検出センサＳ６にて検出される電流値が設定値を越えると、エンジン１の出力回転速度を低下させるようにエンジン１の作動を制御するよう構成されている。
【００３２】
次に、図４に示すフローチャートに基づいて、電動モータ２の制御系の異常を検出したときにおける車両制御部８による異常用処理動作について説明する。
前記電流検出センサＳ７にて検出される電動モータ２に流れる電流値が、ＰＷＭ制御回路２９に与えられる制御情報の内容に対応する値と比較して、設定量以上異なっているか否かによって、電動モータ２の制御系に異常が発生しているか否か検出する（ステップ１）。電動モータ２の制御系に異常が発生していることが検出されると、スロットル開度をアクセル操作量検出センサＳ１の検出情報に基づいて調整される目標値よりも設定量だけ小さい制限用開度になるように開度を制限調整すべく電子スロットル弁１０を制御する（ステップ２）。又、異常報知装置３２を作動させて操縦者に報知する（ステップ３）。このように、アクセル操作量の情報に基づく目標値とは関係なくスロットル開度を強制的に制限することで、操縦者は体感的に異常が発生したことを感知することができるとともに、異常報知装置３２が報知作動することで、電動モータ２の制御系に異常が発生したことを認識できる。尚、そのとき車両が走行中であれば、安全な停車場所に至るまでエンジン１の動力により車両走行を継続することが可能である。
【００３３】
次に、電動モータ２の制御系の異常を検出した後に、流入電流量検出センサＳ６にて検出されるバッテリー４へ流入する電流値が設定値以上になると、エンジン１の回転速度を大幅に低下させるようにエンジン１の作動を制御する。具体的には、スロットル開度を全閉状態にすべく電子スロットル弁１０を制御するとともに、エンジン１への燃料供給量が零になるようにインジェクタ１１を遮断する（ステップ４、５、６）。つまり、電動モータ２の制御系に異常が発生することに起因してバッテリー４に対して設定量以上の大きな充電電流が流入すると過充電状態になるので、エンジン１の出力回転速度を低下させてこのような過充電状態になるのを防止するようにしている。
【００３４】
そして、回転速度センサＳ３にて検出される電動モータ２の回転速度が設定速度Ｎｓ以下になると、コンタクタ３１を接続状態から遮断状態に切り換えて、バッテリー４とインバータ２８との間の電力路３０を遮断する（ステップ７、８）。前記設定速度Ｎｓは、電動モータ２によって発生する逆起電圧がインバータ２８の耐電圧より低く設定された設定電圧に等しくなる回転速度である。説明を加えると、電動モータ２が回生作動しているときに電動モータ２によって発生する逆起電圧は、図５に示すように電動モータ２の回転速度に比例するものであるが、図５にも示すように、電動モータ２の回転速度が前記設定速度Ｎｓであるときの逆起電圧Ｖｓが、インバータ２８の耐電圧より低く設定された設定電圧と等しくなるように設定されている。
従って、コンタクタ３１を遮断するときには、電動モータ２による回生電圧はインバータ２８の耐電圧よりも低い値になるので、インバータ２８に耐電圧以上の高電圧が印加されることがなくインバータ２８を適正に保護できるものとなる。
【００３５】
上述したような電動モータ２の制御系に異常が発生していない場合、及び、異常の発生が検出されたときであっても異常状態が継続せず元の状態に復帰したような場合には、電子スロットル弁１０のスロットル開度及びインジェクタ１１による燃料供給量を夫々上記したような目標トルクに対応する目標値に設定し、且つ、異常報知装置３２は停止状態にする（ステップ９、１０、１１）。このとき、上述したような電動モータ２やエンジン１に対する通常の制御は継続して実行することになる。
【００３６】
〔別実施形態〕
以下、別実施形態を列記する。
【００３７】
（１）上記実施形態では、電動モータの制御系の異常を検出してから電力路断続手段を遮断状態に切り換えるまでの間において、回生量検出手段にて検出される回生量が設定値を越えると、エンジンの回転速度を低下させるようにエンジンの作動を制御する構成としたが、このような構成に代えて、次のように構成するものでもよい。
つまり、電動モータの制御系の異常を検出する構成に代えて、電動モータ自体の異常を検出したときに、前記電動モータによって発生する逆起電圧が設定電圧以下に低下した後に前記電力路断続手段を接続状態から遮断状態に切り換えるように構成するものでもよく、又、電動モータの制御系の異常と電動モータ自体の異常のいずれかを検出したときに、前記電動モータによって発生する逆起電圧が設定電圧以下に低下した後に前記電力路断続手段を接続状態から遮断状態に切り換えるように構成するものでもよい。
【００３８】
（２）上記実施形態では、電動モータの制御系の異常を検出したときに、スロットル開度をそのときの目標値よりも設定量だけ小さい制限用開度になるように開度を制限調整するとともに、異常報知装置を作動させて操縦者に報知する構成としたが、スロットル開度の変更調整を行わずに異常報知装置を作動させる処理だけを行うようにしてもよい。
この構成においても、操縦者は異常報知によって電動モータの制御系に異常が発生したことを認識できるから、アクセル操作を停止したりブレーキ操作することで、エンジン回転速度即ち電動モータの回転速度を低減させて逆起電圧を低下させることになる。
【００３９】
（３）上記実施形態では、前記回生量検出手段としてバッテリーに流入する回生電力の電流の大きさを検出する流入電流量検出センサを設けて、電動モータの制御系の異常を検出した後、コンタクタが遮断状態に切り換わるまでの間に、流入電流量検出センサにて検出されるバッテリーへ流入する電流値が設定値以上になると、エンジンの出力回転速度を低下させるようにエンジンの作動を制御する構成としたが、このような構成に代えて次のように構成するものでもよい。
すなわち、前記回生量検出手段として、バッテリーの電圧を回生量として検出する電圧検出センサを備えて、電動モータの制御系の異常を検出した後、コンタクタが遮断状態に切り換わるまでの間に、その電圧検出センサにて検出されるバッテリーの電圧が設定値以上になると、エンジンの出力回転速度を低下させるようにエンジンの作動を制御する構成としてもよい。
又、前記回生量検出手段として、回生電力の電力量を回生量として検出する電力検出センサを備えて、電動モータの制御系の異常を検出した後、コンタクタが遮断状態に切り換わるまでの間に、その電力検出センサにて検出される電力量が設定値以上になると、エンジンの出力回転速度を低下させるようにエンジンの作動を制御する構成としてもよい。
【００４０】
（４）上記実施形態では、前記回生量検出手段としての流入電流量検出センサにて検出されるバッテリーへ流入する電流値が設定値以上になると、エンジンの出力回転速度を低下させるように、スロットル開度を全閉状態にするとともに、エンジンへの燃料供給量を零にすることにより、エンジンの作動を制御する構成としたが、このような構成に代えて次のように構成するものでもよい。
スロットル開度を現在の値よりも小さめの値、例えば設定量だけ小さい値や予め定めた小側の設定値にするとともに、エンジンへの燃料供給量を現在の値よりも小さめの値、例えば設定量だけ小さい値や予め定めた小側の設定値にすることにより、エンジンの作動を制御する構成としてもよい。
又、スロットル開度と燃料供給量とを両方調整するものに代えて、そのうちのいずれか一方だけを零あるいは小さめの値に変更させるように構成してもよい。
【００４１】
（５）上記実施形態では、電動モータに流れる電流値がモータ制御部に与えられる制御情報の内容に対応する値と比較して設定量以上異なっているか否かによって、電動モータの制御系に異常が発生しているか否か検出するものを例示したが、これに限らず、例えば、電動モータの回転速度がモータ制御部に与えられる制御情報の内容に対応していない場合に異常と判定する方法やそれ以外の各種の判定方法を用いることができる。
【００４２】
（６）上記実施形態では、蓄電装置としてバッテリーを用いたが、バッテリーに代えてキャパシタ等の他の蓄電装置を用いてもよい。
【００４３】
（７）上記実施形態では、電力路断続手段としてコンタクタを用いたが、コンタクタに限らず、半導体式のスイッチング手段等などを用いてもよい。
【００４４】
（８）上記実施形態では、前記駆動手段の動力がトルクコンバータ及び自動変速機構内装式のトランスミッションを介して走行装置に伝えられる構成としたが、前記トルクコンバータの代わりに、前記駆動手段の動力が走行クラッチと手動変速式の変速機構を介して走行装置に伝えられる構成としたり、ベルト式無段変速装置を介して走行装置に伝えられる構成としてもよい。
【００４５】
（９）上記実施形態では、走行駆動用のエンジンの出力軸と走行駆動用の電動モータとを直結する構成のハイブリッド車両を例示したが、このような構成に代えて、エンジン及び車両走行用の電動モータが遊星歯車機構を介して連結される構成のパラレル方式のハイブリッド車両でもよく、エンジンの動力により駆動されて回生作動する電動モータによりバッテリーを充電し、そのバッテリーからの電力により別の走行駆動用の電動モータを駆動するシリーズ方式のハイブリッド車両でもよい。
【図面の簡単な説明】
【図１】ハイブリッド車両の概略構成を示す図
【図２】制御ブロック図
【図３】電動モータの制御構成を示す図
【図４】制御動作のフローチャート
【図５】電動モータの回転速度と逆起電圧との関係を示す図
【符号の説明】
１ エンジン
２ 電動モータ
４ 蓄電装置
８ 制御手段
２８ インバータ
３１ 電力路断続手段
Ｓ６ 回生量検出手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an inverter for adjusting and controlling the electric power of an electric motor, a power path intermittent means capable of switching a power path connecting the inverter and the power storage device between a connected state and a disconnected state, and a driving state of the vehicle. The present invention relates to a vehicle control device provided with a control means for controlling.
[0002]
[Prior art]
As a vehicle having the above-described configuration, for example, a hybrid vehicle that includes an engine and an electric motor and charges the power storage device using regenerative electric power by the electric motor, and the electric motor is driven by the electric power from the fuel cell and the electric motor is used. A fuel cell drive type electric vehicle that charges the power storage device using regenerative power, or an electric motor driven by power from the power storage device and charging the power storage device using regenerative power from the electric motor There are electric storage device driving type electric vehicles and the like.
[0003]
In the past, among such vehicles, there has been a conventional example of a hybrid vehicle configured as follows.
In other words, a parallel hybrid configured so that the engine and the electric motor can output a driving force for traveling in a parallel state, and the electric motor can be rotated and regenerated as the engine rotates. In the vehicle, when an abnormality of the electric motor or the motor control system is detected, the contactor as the power path interrupting means is immediately switched to a cut-off state so that the power path connecting the inverter and the power storage device is cut off. The electric motor or the motor control system is configured to avoid disadvantages such as the electric motor regenerative power being supplied unnecessarily and the power storage device being overcharged. In parallel with the processing, the engine rotation speed is set to a value at which the regenerative voltage generated by the electric motor corresponds to the withstand voltage of the inverter. By controlling the engine so that it is limited to less than 1 degree, the inverter will be damaged due to an abnormally high voltage that causes the regenerative voltage to exceed the withstand voltage of the inverter due to an abnormality in the electric motor or motor control system. There were some which were made to prevent (for example, refer patent document 1).
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 2001-69607 (pages 1 to 5 and FIGS. 1 to 3)
[0005]
[Problems to be solved by the invention]
In the above conventional configuration, when an abnormality of the electric motor or the motor control system is detected, the engine rotation speed is limited to the set rotation speed or less so that a high voltage exceeding the withstand voltage is not applied to the inverter. However, in the above conventional configuration, when the abnormality of the electric motor or the motor control system is detected, the power path interrupting means is immediately switched to the cut-off state, so that the power storage device can be protected, but the inverter protection Was not enough.
[0006]
For example, when an abnormality in the electric motor or motor control system is detected, the engine rotation speed may be higher than the set rotation speed. However, an abnormality in the electric motor or motor control system is detected. From when the power path interrupting means is switched to the shut-off state, there is a response delay compared to electrical control and it may take time until the engine speed actually drops below the set speed. In addition, in the above configuration, if the rotational speed of the engine is high, the rotational speed of the electric motor is also high, and large regenerative power is generated along with the rotation.
Then, if the engine speed is high from the time when the power path interrupting means is switched to the shut-off state as described above until the time when the engine speed drops below the set speed, the electric motor increases the speed. There is a possibility that a reverse regenerative voltage is generated and a high regenerative voltage is applied to the inverter. At this time, the power path interrupting means is already in the cut-off state, and the regenerative power generated by the electric motor cannot be charged in the power storage device, and all the regenerative power is stored in the DC smoothing capacitor of the inverter. At this time, if the back electromotive voltage is high, an excessive current may flow into the inverter to cause damage.
Therefore, the conventional configuration has a disadvantage that the protection of the inverter is not sufficient.
[0007]
The disadvantages described above are not limited to the hybrid vehicle in the above-described conventional configuration, and similarly occur in various electric vehicles such as the fuel cell drive type electric vehicle and the power storage device drive type electric vehicle as described above. Is.
In addition, even in such an electric vehicle, when the abnormality of the electric motor or the motor control system is detected, when the power path interruption means is immediately switched to the cutoff state, the power path interruption means is in the cutoff state. Even after switching to, it is conceivable that the electric motor is rotating at a high speed for some reason. For example, when an abnormality of the electric motor or motor control system is detected while the vehicle is traveling at high speed, the vehicle maintains the high-speed traveling state by inertia force even if the power path interrupting means is switched to the disconnected state. Then, the electric motor may continue to rotate at a high speed due to the inertial force. As a result, a high back electromotive voltage generated by the electric motor rotating at high speed is applied to the inverter, and the inverter is likely to be damaged. Therefore, even in such a configuration, there is a disadvantage that the protection of the inverter is not sufficient.
[0008]
The present invention has been made paying attention to such a point, and an object thereof is to provide a vehicle control device capable of sufficiently protecting an inverter when an electric motor or a motor control system is abnormal. There is in point to do.
[0013]
[Means for Solving the Problems]
  Claim 1The vehicle control device described in 1) includes an inverter that adjusts and controls the electric power of the electric motor, a power path interrupting means that can switch a power path that connects the inverter and the power storage device between a connected state and a disconnected state, Control means for controlling the operating state, and when the control means detects an abnormality in the electric motor or motor control system, a back electromotive voltage generated by the electric motor is equal to or lower than a set voltage. The power path interrupting means is switched from the connected state to the shut-off state after being reduced to a value, and the electric motor is configured to rotate in accordance with the rotation of the engine, so that the regeneration amount to the power storage device is detected. A quantity detection means is provided, from when the control means detects an abnormality of the electric motor or motor control system until the power path interrupting means is switched to the shut-off state Between, the regenerative quantity detected by said regeneration amount detecting means is equal to or greater than the set value, characterized in that it is configured to control the operation of the engine to reduce the rotational speed of the engine.
[0014]
  That is,When detecting an abnormality in the electric motor or motor control system, the power path interrupting means is switched from the connected state to the disconnected state after the back electromotive voltage generated by the electric motor drops below the set voltage. In the state where the intermittent means is switched to the cut-off state, only the back electromotive voltage that has dropped below the set voltage is applied to the inverter, so a high voltage exceeding the set voltage is applied to the inverter. There is no disadvantage of being damaged.
  In other words, even if an abnormality of the electric motor or the motor control system is detected, the back electromotive force generated by the electric motor is not set to the set voltage instead of immediately switching the power path interrupting means from the connected state to the disconnected state. The power path interrupting means will maintain the connection state until it drops below. In this way, while the electric path interrupting means maintains the connected state after detecting the abnormality of the electric motor or the motor control system, the electric motor that is uncontrollable due to the abnormality of the control system is a high back electromotive voltage. However, since the power path interrupting means maintains the connection state at this time, the regenerative power generated by the electric motor is charged to the power storage device, so that the regenerative power is generated by the inverter. It is not consumed at all, and the DC voltage of the inverter becomes high and there is little risk of damage to the inverter. Therefore, when the electric motor or the motor control system is abnormal, it is possible to provide a vehicle control device that can sufficiently protect the inverter.
  or,Since the electric motor is configured to rotate with the rotation of the engine, even if an abnormality occurs in the electric motor or the motor control system and the electric motor cannot be controlled, the engine speed Therefore, a counter electromotive voltage corresponding to is generated. In such a configuration, the electric motor generates regenerative power with the rotation of the engine even after the abnormality of the electric motor or the motor control system is detected and before the power path intermittent means is switched to the cut-off state. However, if the amount of regeneration to the power storage device at that time, for example, the amount of regenerative power flowing into the power storage device, such as the current, voltage, or power amount, exceeds the set value, the engine operation is controlled by controlling the engine operation. The rotation speed is reduced.
[0015]
In other words, when the electric motor generates regenerative power as the engine rotates, the regenerative power generated by the electric motor and charged in the power storage device increases if the engine speed is high. The power storage device may be in an overcharged state, but when the regenerative amount detected by the regenerative amount detecting means exceeds a set value, the engine rotational speed is reduced to reduce the regenerative power by the electric motor. .
[0016]
Therefore, when an abnormality is detected in the electric motor or motor control system, the inverter is sufficiently protected by switching the power path interrupting means to the cut-off state after the back electromotive voltage generated by the electric motor drops below the set voltage. However, it is possible to appropriately prevent the power storage device from being overcharged until the power path interrupting means is switched to the cut-off state, thereby protecting the power storage device.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a control apparatus for a hybrid vehicle which is an example of a vehicle according to the present invention will be described with reference to the drawings.
As shown in FIG. 1, this hybrid vehicle includes an electric motor 2 for driving in a state of being directly connected to an output shaft 1 a of an engine 1 for driving, and left and right wheels as a driving device by these powers. A drive unit KU as drive means is configured so as to drive by driving 3. The electric motor 2 is connected to the output shaft 1a of the engine 1 so that the rotor 2a rotates integrally with the same axis, and the stator 2b surrounding the outer periphery of the rotor 2a is fixed to a vehicle body support portion (not shown) in a fixed position. It becomes the structure supported.
[0018]
The electric motor 2 is configured to start the engine 1 by applying a driving force to the output shaft 1a in a state where the operation of the engine 1 is stopped. The output shaft 1a can be switched between a power running state in which a driving force in the same direction as the engine rotation direction is applied to perform torque assist and a regeneration state in which the driving force is applied from the output shaft 1a to generate electric power. Yes. That is, the electric motor 2 is switched to a power running state in which torque is output in the same direction as the rotation direction with respect to the output shaft 1a that is rotationally driven by the engine 1, so that the engine 1 can output the desired driving force. In order to achieve a low fuel consumption state, the power of the engine 1 can be assisted, that is, torque assist can be performed. This operating state corresponds to the power running operation. Further, when the traveling speed is reduced, the electric motor 2 is in a regenerative state, and the regenerative power obtained by generating power by applying the driving force from the output shaft 1a is charged to the battery 4 as the power storage device. It has a configuration that can. This operating state corresponds to the regenerative operation.
[0019]
The power of the drive unit KU is transmitted to the transmission 6 via the torque converter 5, and after being shifted by a gear-type automatic transmission mechanism inside the transmission 6, is transmitted to the left and right wheels 3 via the differential mechanism 7. It has a configuration.
[0020]
Next, a control configuration in this hybrid vehicle will be described.
As shown in FIGS. 1 and 2, a vehicle control unit 8 serving as a control unit that controls the overall operation of the vehicle and controls the operation of the vehicle, and based on control information from the vehicle control unit 8, An engine for automatically adjusting the output of the engine 1, specifically, the throttle opening of the electronic throttle valve 10 and the fuel supply amount by the injector 11 based on control information from the motor control unit 9 and the vehicle control unit 8 for controlling the operation. A potentiometer type accelerator operation amount detection sensor S1 that is provided with each control unit 12 and detects the operation amount of the accelerator operation tool 13, and a switch type brake operation detection sensor that detects whether or not the brake operation tool 14 is depressed. S2, based on the rotational speed sensor S3 as rotational speed detection means for detecting the rotational speed of the electric motor 2, and the rotational speed of the axle of the wheel 3. A vehicle speed sensor S4 that detects the speed, a shift position sensor S5 that detects the position of the shift position lever 17, and a regenerative amount detection means that detects the magnitude of current as an example of the regenerative amount of the regenerative power flowing into the battery 4 during regenerative operation. Inflow current amount detection sensor S6 as described above, and various detection information by a current detection sensor S7 for detecting a current value flowing in the electric motor 2 as described later are input to the vehicle control unit 8.
[0021]
As shown in FIG. 3, the motor control unit 9 converts the DC power supplied from the battery 4 into three-phase AC power and controls the power running power supplied to the electric motor 2, or the regenerative operation causes the electric motor. Inverter 28 that controls the regenerative power that is generated at 2 and supplied to battery 4, and the pulse drive signal that is pulse-width modulated (PWM) based on control information from vehicle control unit 8 is supplied to each switching transistor in inverter 28. Based on detection information of a current detection sensor S7 configured to include a PWM control circuit 29 and the like that are supplied to each of the base terminals, and detects each current value in each phase of the three-phase AC supplied to the electric motor 2. By changing the magnitude of the current flowing through the electric motor 2 and the frequency of the alternating current, the driving torque and the rotational speed can be adjusted, And it has a configuration capable of adjusting the regenerative power electricity.
[0022]
A contactor 31 is provided as power path interrupting means capable of switching the power path 30 connecting the inverter 28 and the battery 4 between a connected state and a disconnected state. The contactor 31 is configured to be able to switch the power path 30 through which a large current flows between a connected state and a disconnected state by intermittently connecting a mechanical contact based on a control command from the vehicle control unit 8. In addition, the vehicle body steering section is provided with an abnormality notification device 32 for notifying the operator when an abnormality occurs in the control system of the electric motor 2 as will be described later. The notification operation is performed based on the control command from the unit 8.
[0023]
When a description is given of a configuration for generating mechanical braking force by operating the mechanical braking means KS by the brake operating tool 14, when the brake operating tool 14 is operated by a driver's stepping operation, A master cylinder 15 having a known configuration that generates a hydraulic operating force for braking corresponding to the stepping operating force is provided, and the vicinity of the wheel 3 is generated by the hydraulic operating force output from the master cylinder 15 through the hydraulic oil supply passage 15a. The vehicle body is braked by operating a friction braking device 16 provided on the vehicle. Such a mechanical braking means KS is configured to be adjustable so that the hydraulic operating force, that is, the mechanical braking force increases as the operating force of the driver with respect to the brake operating tool 14 increases. .
[0024]
The position of the shift position lever 17 includes “P” (parking position), “R” (reverse travel position), “N” (neutral position), and “D” (forward travel position). The switching operation is appropriately performed according to the situation.
[0025]
The vehicle control unit 8 sends control information to the motor control unit 9 and the engine control unit 12 based on information such as detection information of the shift position sensor S5, detection information of the accelerator operation amount detection sensor S1, detection information of the vehicle speed sensor S4, and the like. It is configured to command.
[0026]
Hereinafter, a specific operation of each control unit will be described.
First, control of the engine 1 and the electric motor 2 by the vehicle control unit 8 will be described. For example, when the shift position lever 17 is in “P” (parking position) or “N” (neutral position), the engine 1 is basically stopped and torque assist and regenerative operation by the electric motor 2 are not performed. However, when the state of charge of the battery 4 falls below the set amount and the battery 4 needs to be charged, the vehicle control unit 8 operates the engine 1 to transfer the power of the engine 1 to the electric motor 2. In order to control the operation of the engine 1 and the electric motor 2 so as to charge the battery 4 with the electric power generated by the regenerative operation, control information is instructed to the motor control unit 9 and the engine control unit 12.
[0027]
Further, when the shift position lever 17 is operated to “D” (forward travel position) and the forward direction is commanded as the vehicle body travel direction, the accelerator operation tool 13 is depressed to start the vehicle body. If the engine 1 is stopped at that time, the electric motor 2 is rotated to start the engine 1, and when the vehicle body travels forward, the output of the engine 1 is adjusted according to the accelerator operation amount, and the electric motor 2 is powered. Control information is commanded to the motor control unit 9 and the engine control unit 12 so as to execute the operation and the regenerative operation. When the shift position lever 17 is operated to “R” (reverse travel position) and the reverse direction is commanded as the vehicle body travel direction, the output of the engine 1 is adjusted according to the accelerator operation amount. However, for the electric motor 2, neither power running operation nor regenerative operation is performed.
[0028]
Next, the control of the engine 1 will be described. The change characteristic of the target torque of the engine 1 with respect to the accelerator operation amount is preset, and the vehicle control unit 8 outputs the target torque in accordance with the change characteristic. As described above, command information is obtained based on the detection information of the accelerator operation amount detection sensor S1, and the engine control unit 12 is configured to command the engine control unit 12. Based on the command information, the engine control unit 12 The operation of the engine 1 is controlled by automatically adjusting the throttle opening and the amount of fuel supplied by the injector 11 to target values corresponding to the target torque, respectively.
[0029]
When the control of the electric motor 2 is described, when the power running operation and the regenerative operation are executed, the target torque of the electric motor 2 is obtained and the operation of the electric motor 2 is performed so as to generate the obtained target torque. This is done by controlling. That is, the change characteristic of the target torque of the electric motor 2 with respect to the change of the rotation speed of the electric motor 2 is set in advance as in the case of the engine. However, in the case of the electric motor 2, there are cases where the desired target torque is “positive” and “negative”.
The vehicle control unit 8 obtains the target torque of the electric motor 2 based on this characteristic, and executes the power running operation if the target torque is “positive”. That is, control information corresponding to the target torque is given to the PWM control circuit 29 so that the electric motor 2 outputs the target torque in the same direction as the rotation direction of the engine 1. Then, a pulse signal for three-phase alternating current whose timing and duty ratio are set so that the PWM control circuit 29 corresponds to the target torque is applied to the base terminal of each switching transistor of the inverter 28, and the electric motor 2 is set to the target. The engine 1 is assisted by torque.
[0030]
If the target torque of the electric motor 2 is not “positive” but “negative”, the regenerative operation is executed. That is, control information corresponding to the target torque is given to the PWM control circuit 29 so that the electric motor 2 outputs the target torque in the direction opposite to the rotation direction of the engine 1. Then, a pulse signal for three-phase alternating current whose timing and duty ratio are set so that the PWM control circuit 29 corresponds to the target torque is applied to the base terminal of each switching transistor of the inverter 28, and the electric motor 2 is connected to the engine 1. In contrast, the reverse torque, that is, the regenerative torque is applied. Then, the electric motor 2 is driven by the power of the engine 1 to act as a generator, and is changed and adjusted to the regenerative electric power corresponding to the regenerative torque by the inverter 28, and is smoothed to a direct current by the smoothing capacitor C and the battery 4. Is charged.
[0031]
When the vehicle control unit 8 detects an abnormality in the control system of the electric motor 2, the back electromotive voltage generated by the electric motor 2 is reduced to a voltage lower than a set voltage corresponding to the withstand voltage of the inverter 28. It is comprised so that 31 may be switched from a connection state to a cutoff state. Further, when an abnormality in the control system of the electric motor 2 is detected, the throttle opening by the electronic throttle valve 10 is limited, and the contactor 31 is shut off after detecting an abnormality in the control system of the electric motor 2. Until the state is switched, when the current value detected by the inflow current amount detection sensor S6 exceeds the set value, the operation of the engine 1 is controlled so as to decrease the output rotation speed of the engine 1. Yes.
[0032]
Next, an abnormality processing operation performed by the vehicle control unit 8 when an abnormality in the control system of the electric motor 2 is detected will be described based on the flowchart shown in FIG.
Depending on whether or not the value of the current flowing through the electric motor 2 detected by the current detection sensor S7 is different from the value corresponding to the content of the control information given to the PWM control circuit 29 by more than a set amount, It is detected whether an abnormality has occurred in the control system of the motor 2 (step 1). When it is detected that an abnormality has occurred in the control system of the electric motor 2, the throttle opening is smaller by a set amount than the target value adjusted based on the detection information of the accelerator operation amount detection sensor S1. The electronic throttle valve 10 is controlled so that the opening degree is limited and adjusted so as to reach the degree (step 2). Further, the abnormality notification device 32 is operated to notify the operator (step 3). In this way, the throttle opening is forcibly limited regardless of the target value based on the information on the accelerator operation amount, so that the driver can sense that an abnormality has occurred sensibly, and an abnormality notification When the device 32 performs a notification operation, it can be recognized that an abnormality has occurred in the control system of the electric motor 2. If the vehicle is traveling at that time, it is possible to continue the vehicle traveling by the power of the engine 1 until a safe stopping place is reached.
[0033]
Next, after detecting an abnormality in the control system of the electric motor 2, if the current value flowing into the battery 4 detected by the inflow current amount detection sensor S6 exceeds a set value, the rotational speed of the engine 1 is greatly reduced. The operation of the engine 1 is controlled so that Specifically, the electronic throttle valve 10 is controlled so that the throttle opening is fully closed, and the injector 11 is shut off so that the amount of fuel supplied to the engine 1 becomes zero (steps 4, 5, and 6). . That is, when a large charging current larger than the set amount flows into the battery 4 due to the occurrence of an abnormality in the control system of the electric motor 2, an overcharge state occurs, so that the output rotation speed of the engine 1 is reduced. Such an overcharge state is prevented.
[0034]
When the rotation speed of the electric motor 2 detected by the rotation speed sensor S3 becomes equal to or lower than the set speed Ns, the contactor 31 is switched from the connected state to the disconnected state, and the power path 30 between the battery 4 and the inverter 28 is changed. Shut off (steps 7 and 8). The set speed Ns is a rotation speed at which the counter electromotive voltage generated by the electric motor 2 becomes equal to the set voltage set lower than the withstand voltage of the inverter 28. In other words, the counter electromotive voltage generated by the electric motor 2 when the electric motor 2 is in a regenerative operation is proportional to the rotational speed of the electric motor 2 as shown in FIG. As shown, the counter electromotive voltage Vs when the rotational speed of the electric motor 2 is the set speed Ns is set to be equal to the set voltage set lower than the withstand voltage of the inverter 28.
Therefore, when the contactor 31 is shut off, the regenerative voltage generated by the electric motor 2 is lower than the withstand voltage of the inverter 28. Therefore, the inverter 28 is properly applied without applying a high voltage higher than the withstand voltage to the inverter 28. It can be protected.
[0035]
When there is no abnormality in the control system of the electric motor 2 as described above, and when the abnormal state is not continued even when the occurrence of the abnormality is detected, the original state is restored. The throttle opening of the electronic throttle valve 10 and the amount of fuel supplied by the injector 11 are set to target values corresponding to the target torque as described above, and the abnormality notification device 32 is stopped (steps 9, 10 and 10). 11). At this time, the normal control for the electric motor 2 and the engine 1 as described above is continuously executed.
[0036]
[Another embodiment]
Hereinafter, other embodiments are listed.
[0037]
(1) In the above embodiment, the regenerative amount detected by the regenerative amount detecting means exceeds the set value after the abnormality of the control system of the electric motor is detected until the power path interrupting means is switched to the cut-off state. The engine operation is controlled so as to reduce the rotational speed of the engine. However, instead of such a configuration, the following configuration may be used.
  TsumaElectric motorIn place of the configuration for detecting an abnormality of the control system, when the abnormality of the electric motor itself is detected, the power path interrupting means is disconnected from the connected state after the back electromotive voltage generated by the electric motor drops below a set voltage. The back electromotive force generated by the electric motor may be less than or equal to a set voltage when an abnormality in the control system of the electric motor or an abnormality in the electric motor itself is detected. The power path interrupting means may be configured to be switched from the connected state to the disconnected state after the power is lowered.
[0038]
(2) In the above embodiment, when an abnormality is detected in the control system of the electric motor, the opening degree is limited and adjusted so that the throttle opening degree becomes a restriction opening degree that is smaller than the target value at that time by a set amount. At the same time, the abnormality notification device is operated to notify the operator, but only the process of operating the abnormality notification device may be performed without changing and adjusting the throttle opening.
Even in this configuration, the operator can recognize that an abnormality has occurred in the control system of the electric motor by notifying the abnormality, so that the engine rotation speed, that is, the rotation speed of the electric motor can be reduced by stopping the accelerator operation or operating the brake. As a result, the back electromotive voltage is lowered.
[0039]
(3) In the above embodiment, an inflow current amount detection sensor for detecting the magnitude of the regenerative power flowing into the battery is provided as the regeneration amount detection means, and after detecting an abnormality in the control system of the electric motor, the contactor When the value of the current flowing into the battery detected by the inflow current amount detection sensor becomes equal to or higher than the set value until the engine is switched to the shut-off state, the engine operation is controlled so as to decrease the engine output rotation speed. Although it was set as the structure, it may replace with such a structure and may be comprised as follows.
That is, as the regeneration amount detecting means, a voltage detection sensor for detecting the voltage of the battery as the regeneration amount is provided, and after detecting an abnormality in the control system of the electric motor, until the contactor switches to the shut-off state, A configuration may be adopted in which the operation of the engine is controlled so as to reduce the output rotation speed of the engine when the voltage of the battery detected by the voltage detection sensor exceeds a set value.
In addition, as the regeneration amount detecting means, a power detection sensor for detecting the amount of regenerative power as the regeneration amount is provided, and after detecting an abnormality in the control system of the electric motor, the contactor is switched to the shut-off state. The engine operation may be controlled so that the output rotation speed of the engine is reduced when the amount of power detected by the power detection sensor becomes equal to or greater than a set value.
[0040]
(4) In the above embodiment, when the current value flowing into the battery detected by the inflow current amount detection sensor serving as the regeneration amount detection means exceeds a set value, the throttle is set so as to reduce the engine output rotation speed. While the opening degree is fully closed and the fuel supply amount to the engine is set to zero, the operation of the engine is controlled. However, instead of such a configuration, the following configuration may be used. .
Set the throttle opening to a value smaller than the current value, for example, a value that is smaller by a set amount or a preset value on the smaller side, and set the fuel supply amount to the engine to a value that is smaller than the current value, for example, set It is good also as a structure which controls the action | operation of an engine by setting it as the value small only by the quantity, and the preset small side set value.
Further, instead of adjusting both the throttle opening and the fuel supply amount, only one of them may be changed to zero or a smaller value.
[0041]
(5) In the above embodiment, the control system of the electric motor is abnormal depending on whether or not the value of the current flowing through the electric motor differs by a set amount or more compared to the value corresponding to the content of the control information given to the motor control unit. However, the present invention is not limited to this. For example, a method of determining an abnormality when the rotational speed of the electric motor does not correspond to the content of the control information given to the motor control unit. Various other determination methods can be used.
[0042]
(6) In the above embodiment, the battery is used as the power storage device, but another power storage device such as a capacitor may be used instead of the battery.
[0043]
(7) In the above embodiment, the contactor is used as the power path interrupting means. However, the contactor is not limited to the contactor, and a semiconductor switching means or the like may be used.
[0044]
(8) In the above embodiment, the power of the driving means is transmitted to the traveling device via a torque converter and an automatic transmission mechanism-incorporated transmission. However, instead of the torque converter, the power of the driving means is It may be configured to be transmitted to the traveling device via a traveling clutch and a manual transmission type transmission mechanism, or may be transmitted to the traveling device via a belt type continuously variable transmission.
[0045]
(9) In the above embodiment, the hybrid vehicle having the configuration in which the output shaft of the driving drive engine and the driving drive electric motor are directly connected has been exemplified. A parallel type hybrid vehicle in which an electric motor is connected via a planetary gear mechanism may be used. The battery is charged by an electric motor driven by the power of the engine and regeneratively operated, and another traveling drive is performed by the electric power from the battery. Series hybrid to drive electric motorsEven in the vehicleGood.
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle
FIG. 2 is a control block diagram.
FIG. 3 is a diagram showing a control configuration of an electric motor.
FIG. 4 is a flowchart of the control operation.
FIG. 5 is a diagram showing the relationship between the rotational speed of the electric motor and the counter electromotive voltage.
[Explanation of symbols]
1 engine
2 Electric motor
4 Power storage device
8 Control means
28 Inverter
31 Power path interruption means
S6 Regeneration amount detection means

Claims (1)

電動モータの電力を調整制御するインバータと、そのインバータと蓄電装置とを接続する電力路を接続状態と遮断状態とに切り換え自在な電力路断続手段と、車両の運転状態を制御する制御手段とが備えられた車両の制御装置であって、
前記制御手段が、
前記電動モータ又はモータ制御系の異常を検出したときに、前記電動モータによって発生する逆起電圧が設定電圧以下に低下した後に前記電力路断続手段を接続状態から遮断状態に切り換えるように構成され、
前記電動モータがエンジンの回転に伴って回転するように構成され、
前記蓄電装置への回生量を検出する回生量検出手段が備えられ、
前記制御手段が、
前記電動モータ又はモータ制御系の異常を検出してから前記電力路断続手段を前記遮断状態に切り換えるまでの間において、前記回生量検出手段にて検出される回生量が設定値以上になると、前記エンジンの回転速度を低下させるように前記エンジンの作動を制御するよう構成されている車両の制御装置。An inverter that adjusts and controls the electric power of the electric motor, a power path intermittent means that can switch a power path connecting the inverter and the power storage device between a connected state and a disconnected state, and a control means that controls the driving state of the vehicle A vehicle control device provided, comprising:
The control means is
When detecting an abnormality of the electric motor or a motor control system, the back electromotive force generated by the electric motor is configured to be switched from a connected state to a cut-off state after the back electromotive voltage is lowered below a set voltage,
The electric motor is configured to rotate as the engine rotates,
Regenerative amount detection means for detecting the regenerative amount to the power storage device is provided,
The control means is
When the regenerative amount detected by the regenerative amount detecting means is greater than or equal to a set value between the time when the abnormality of the electric motor or motor control system is detected and the time when the power path intermittent means is switched to the cut-off state, A vehicle control device configured to control the operation of the engine so as to reduce the rotational speed of the engine .
JP2002321123A 2002-11-05 2002-11-05 Vehicle control device Expired - Fee Related JP3949047B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2002321123A JP3949047B2 (en) 2002-11-05 2002-11-05 Vehicle control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2002321123A JP3949047B2 (en) 2002-11-05 2002-11-05 Vehicle control device

Publications (2)

Publication Number Publication Date
JP2004159401A JP2004159401A (en) 2004-06-03
JP3949047B2 true JP3949047B2 (en) 2007-07-25

Family

ID=32801775

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2002321123A Expired - Fee Related JP3949047B2 (en) 2002-11-05 2002-11-05 Vehicle control device

Country Status (1)

Country Link
JP (1) JP3949047B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104228819A (en) * 2014-09-30 2014-12-24 重庆长安汽车股份有限公司 System and method for controlling DCDC of automotive 48V system

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2416617B (en) * 2004-07-24 2008-08-06 Ford Motor Co A voice warning system for a vehicle
JP4244385B2 (en) 2005-06-29 2009-03-25 トヨタ自動車株式会社 Electric vehicle and control unit for electric vehicle
JP2007028694A (en) * 2005-07-12 2007-02-01 Hitachi Ltd Rotary electric machine controller
KR100911523B1 (en) 2007-12-12 2009-08-10 현대자동차주식회사 Circuit breaking method from over counter electromotive force of driving moter for fuel cell vehicle
JP2011015588A (en) * 2009-07-06 2011-01-20 Toshiba Corp Vehicle
KR101251255B1 (en) * 2010-12-03 2013-04-10 기아자동차주식회사 Method for protecting high voltage battery in hybrid electric vehicle
JP5170286B2 (en) * 2011-05-27 2013-03-27 日産自動車株式会社 Deceleration information transmission device and deceleration information transmission method
JP2013158174A (en) * 2012-01-31 2013-08-15 Toyota Motor Corp Vehicle speed control device and vehicle equipped with same
JP6344345B2 (en) 2015-09-11 2018-06-20 トヨタ自動車株式会社 Hybrid vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104228819A (en) * 2014-09-30 2014-12-24 重庆长安汽车股份有限公司 System and method for controlling DCDC of automotive 48V system
CN104228819B (en) * 2014-09-30 2016-08-24 重庆长安汽车股份有限公司 The DCDC control system of a kind of automobile 48V system and method

Also Published As

Publication number Publication date
JP2004159401A (en) 2004-06-03

Similar Documents

Publication Publication Date Title
AU2009212974B2 (en) Electric drive retarding system and method
JP5152085B2 (en) Electric vehicle power supply control device
JP5177245B2 (en) Vehicle and control method thereof
JPH05146008A (en) Drive controller for series hybrid vehicle
JP4151617B2 (en) Vehicle drive control device
JP3949047B2 (en) Vehicle control device
JP2004208368A (en) Hybrid vehicle
JP2008001301A (en) Controller of hybrid vehicle
JP3558913B2 (en) Hybrid vehicle
JP2000152419A (en) Power controller for electric vehicle
JP2013059192A (en) Capacitor electric charge discharging device of electric vehicle
JP3568448B2 (en) Electric vehicle power system
JP2008199807A (en) Controller for power supply circuit
JP4419289B2 (en) Regenerative energy control device for electric vehicle
JP3704996B2 (en) Control device for hybrid vehicle
JP2008087649A (en) Motor traction controller for hybrid car
JP4102633B2 (en) Travel drive control device for hybrid vehicle
JP5240004B2 (en) Vehicle control device
JP2008104300A (en) Dew condensation prevention device for detector detecting state of electricity storage system
JP4439310B2 (en) Hybrid vehicle
JP4804681B2 (en) Electric vehicle control device
JP4285638B2 (en) Vehicle charging control device
JP2006125218A (en) Hybrid vehicle
JP2002514880A (en) Method of controlling a motor vehicle with an electric drive
JP4163072B2 (en) Vehicle charging control device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20050901

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20060518

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20060714

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20070105

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20070130

A911 Transfer to examiner for re-examination before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20070307

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20070405

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20070417

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100427

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120427

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140427

Year of fee payment: 7

LAPS Cancellation because of no payment of annual fees