JP4337861B2 - Operation control apparatus and operation control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently secure safety of a vehicle even when a specific kind of abnormality related to control of a motive power generator is caused. <P>SOLUTION: This operation control device controlling a traveling state of the vehicle has an indicating means outputting an indicating signal transmitting a request for increasing driving force of the vehicle, a control means controlling the motive power generator so that the driving force changes in response to the indicating signal, an abnormality detecting means detecting the specific kind of abnormality in the vehicle, and a control changing means changing the control performed by the control means to abnormality detecting time control corresponding to the kind of detected abnormality among a plurality of preset abnormality detecting time controls when detecting the abnormality. At least one of the plurality of abnormality detecting time controls is control for setting a limiting value of limiting the driving force stepwise on the basis of at least one condition among elapsed time and a travel distance after detecting the abnormality, and changing the driving force in response to the indicating signal when the generating driving force falls within a range of the preset limiting value. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a driving control device and a driving control method, and more particularly, to a driving control device that is mounted on a vehicle and controls the driving state of the vehicle, and a driving control method that controls the driving state of the vehicle.

  In a power generation device that is mounted on a vehicle and generates the driving force of the vehicle, the detection signal from various sensors that detect the driving state of the vehicle, the driving state of the power generation device, etc. is usually input to generate the driving force. Control related to. Here, when an abnormality occurs in a sensor that outputs the detection signal, the power generation device cannot normally execute control for generating a driving force using the detection signal.

  Conventionally, in order to cope with such a sensor abnormality, a plurality of sensors for detecting a predetermined operation characteristic amount in a vehicle are prepared, and when an abnormality occurs in one sensor, a detection signal from another sensor is used. In this case, a configuration has been proposed in which the power generation device is driven and, at that time, the output characteristics of the power generation device are changed to allow the driver to experience the occurrence of an abnormality (see, for example, Patent Document 1). Here, air-fuel ratio control and ignition timing control of the engine are performed using a detection signal from an air flow sensor that detects an intake amount supplied into a gasoline engine that is a power generation device. When the air flow sensor is abnormal, the air flow sensor Instead of the detection signal from, control is performed using a detection signal from a throttle sensor that detects the opening of the throttle valve. In addition, when the air flow sensor is abnormal, the output characteristics of the engine are made different from those at normal times, that is, the air-fuel ratio control and the ignition timing control are made different from those at normal times to let the driver experience the occurrence of the abnormality. With such a configuration, even when an abnormality occurs in the sensor, the vehicle can continue to travel and the driver can be notified of the occurrence of the abnormality.

Japanese Patent Laid-Open No. 64-24145

  However, even if the driver senses the occurrence of an abnormality in this way, sufficient driving performance is ensured by control using an output signal from a sensor different from that in the normal state, so the driver knows that the abnormality has occurred. It may be possible to continue traveling while driving. Continued traveling in a state where an abnormality has occurred in a sensor related to the control of a power generation device such as an engine is not desirable for safety because there is a possibility that sufficient response cannot be taken when a further abnormality occurs in the vehicle.

  Alternatively, as a countermeasure when an abnormality is detected in a sensor related to vehicle drive control, it is conceivable to perform control for prohibiting vehicle travel, assuming that normal control cannot be performed. However, when an abnormality is detected while the vehicle is traveling, there may be a case where sufficient safety cannot be ensured by performing control for prohibiting traveling in this way.

  The operation control device and the operation control method of the present invention are intended to solve such problems and sufficiently ensure the safety of a vehicle even when a specific type of abnormality relating to control of a power generation device occurs. The following configuration was adopted.

A first operation control device of the present invention is an operation control device that is mounted on a vehicle and controls a running state of the vehicle,
An instruction means for outputting an instruction signal for transmitting a request to increase the driving force output from the axle of the vehicle;
Control means for controlling the power generation device mounted on the vehicle to generate the driving force of the vehicle so that the driving force changes according to an instruction signal from the instruction means;
An abnormality detecting means for detecting a specific type of abnormality in the vehicle;
Control that, when the abnormality is detected, changes the control executed by the control means to abnormality detection time control corresponding to the detected abnormality type among a plurality of preset abnormality detection time control. Change means and
At least one of the preset abnormality detection time control is based on at least one of an elapsed time since the abnormality was detected and a travel distance since the abnormality was detected. And setting a limit value for limiting the driving force of the vehicle in stages, and if the driving force generated by the power generation device is within the set limit value, the instruction The gist is that the driving force is changed in accordance with an instruction signal from the means.

  The first operation control device of the present invention configured as described above is an instruction for transmitting a request to increase the driving force output from the axle of the vehicle when the vehicle is mounted on the vehicle and controls the running state of the vehicle. The control means outputs the signal by the instruction means, and the power generation apparatus mounted on the vehicle for generating the driving force of the vehicle changes the driving force according to the instruction signal from the instruction means. Control, a specific type of abnormality in the vehicle is detected by an abnormality detection means, and when the abnormality is detected, the control executed by the control means is controlled by a plurality of preset abnormality detection time control. Among them, the control is changed to the abnormality detection control corresponding to the detected abnormality type.

  According to the first operation control apparatus of the present invention, when a specific type of abnormality is detected in the vehicle, the detected abnormality type is selected from a plurality of preset abnormality detection controls. Since the corresponding abnormality detection control is executed, the driving force of the vehicle can be secured according to the type of abnormality that has occurred even when an abnormality has occurred. Therefore, when an abnormality that has little influence on the generation of the driving force by the power generation device occurs, the driving force of the vehicle is not limited more than necessary, and the driver can be prevented from feeling a decrease in operability. . In addition, by securing the driving force at the time of occurrence of an abnormality according to the type of abnormality, it is possible to improve safety when taking a retreat action at the time of occurrence of the abnormality.

  Further, with such a configuration, a sufficient driving force is ensured until a predetermined time has elapsed after the abnormality is detected or until a predetermined distance is traveled after the abnormality is detected. Therefore, the retreat action can be easily taken, and safety at the time of occurrence of abnormality can be improved. Further, by restricting the driving force of the vehicle in stages, it is possible to prevent the vehicle from continuing to travel unnecessarily in a state where an abnormality has occurred, and to improve the safety of the vehicle.

In such an operation control device,
A plurality of detection means for detecting a specific displacement amount related to the vehicle;
The abnormality corresponding to the abnormality detection control that restricts the driving force of the vehicle in stages may be an abnormality that occurs in a part of the plurality of detection means.

  According to the above configuration, when the detected abnormality is an abnormality occurring in a part of a plurality of detection means for detecting a specific displacement amount related to the vehicle, the driving force of the vehicle is stepwise. Limited. Therefore, when an abnormality occurs in the remaining detection means, it is possible to prevent the vehicle from continuing to run without noticing this, and the safety of the vehicle can be improved.

A second operation control device of the present invention is an operation control device that is mounted on a vehicle and controls a running state of the vehicle,
Control means for performing control for driving a power generation device mounted on the vehicle and generating driving force of the vehicle;
An abnormality detection means for detecting a specific type of abnormality in the vehicle,
The control means includes
When the abnormality detecting means detects the abnormality, the driving force is stepwise based on at least one of an elapsed time since the abnormality was detected and a travel distance since the abnormality was detected. A limiting means for setting a limiting value to limit to
When the driving force generated by the power generation device is within the range of the set limit value, the normal response to the request of the driver of the vehicle is the same as when the abnormality is not detected. The gist is to perform the control.

  The second operation control device of the present invention configured as described above is mounted on a vehicle and generates power for driving the vehicle when the vehicle is in control of the running state of the vehicle. The device is controlled by the control means, a specific type of abnormality in the vehicle is detected by the abnormality detection means, and when the abnormality is detected, the control means limits the driving force of the vehicle stepwise.

The driving control method of the present invention is a driving control method for controlling the running state of a vehicle,
(A) performing a control for driving a power generation device mounted on the vehicle and generating a driving force of the vehicle;
(B) detecting a specific type of abnormality in the vehicle;
With
In the step (a), when the abnormality is detected in the step (b), based on at least one of an elapsed time since the abnormality was detected and a travel distance after the abnormality was detected. And setting a limit value for limiting the driving force of the vehicle in a stepwise manner, and if the driving force generated by the power generation device is within the set limit value, the abnormality is determined. The gist of the present invention is that it includes a step of performing normal control in response to a request from the driver of the vehicle, similar to the case where no detection is made.

  According to the second operation control device of the present invention and the operation control method of the present invention, the driving force is limited in stages after the abnormality is detected, so that a sufficient driving force is ensured when an abnormality occurs. It is possible to perform evacuation behavior more safely when an abnormality occurs. Further, by restricting the driving force of the vehicle in stages, it is possible to prevent the vehicle from continuing to travel unnecessarily in a state where an abnormality has occurred, and to improve the safety of the vehicle. Further, with such a configuration, a sufficient driving force is ensured until a predetermined time has elapsed after the abnormality is detected or until a predetermined distance is traveled after the abnormality is detected. Therefore, the retreat action can be easily taken, and safety at the time of occurrence of abnormality can be improved.

In the second operation control apparatus of the present invention,
A plurality of detection means for detecting a specific displacement amount related to the vehicle;
The specific type of abnormality may be an abnormality that occurs in a part of the plurality of detection means.

  According to the above configuration, when the detected abnormality is an abnormality occurring in a part of a plurality of detection means for detecting a specific displacement amount related to the vehicle, the driving force of the vehicle is stepwise. Limited. Therefore, when an abnormality occurs in the remaining detection means, it is possible to prevent the vehicle from continuing to run without noticing this, and the safety of the vehicle can be improved.

  Moreover, the vehicle of this invention makes it a summary to mount the driving | running control apparatus in any one of Claim 1 thru | or 4.

  According to such a vehicle, it is possible to secure a sufficient driving force at the time of occurrence of an abnormality to make the retreat action easier, and to suppress unnecessary traveling of the vehicle in the state where the abnormality has occurred, The effects described above can be obtained.

In order to further clarify the configuration and operation of the present invention described above, embodiments of the present invention will be described in the following order based on examples.
1. 1. Overall configuration of hybrid vehicle 2. Basic operation of hybrid vehicle 3. Configuration of control system 4. Control when abnormality is detected Operation at the time of abnormality 5-1. When the accelerator sensor is abnormal 5-2. When shift position sensor is abnormal 5-3. When the motor current sensor is abnormal 5-4. When battery voltage signal is abnormal 5-5. When the engine system is abnormal

(1) Overall configuration of hybrid vehicle:
First, the configuration of a hybrid vehicle as an embodiment of the present invention will be described. FIG. 1 is an explanatory diagram showing the overall configuration of a hybrid vehicle as one embodiment of the present invention. This hybrid vehicle includes three prime movers, that is, an engine 150 and two motor / generators MG1 and MG2. Here, the “motor / generator” means a prime mover that functions as a motor (prime mover) and also functions as a generator (generator). In the following, for simplicity, these are simply referred to as “motors”. Control of the vehicle is performed by the control system 200.

  The control system 200 includes a main ECU 210, a brake ECU 220, a battery ECU 230, and an engine ECU 240. Each ECU is configured as a single unit in which a plurality of circuit elements such as a microcomputer having a CPU, ROM, RAM, and the like, and an input interface and an output interface are arranged on one circuit board. Executes various controls according to the program recorded in the ROM. The main ECU 210 has a motor control unit 260 and a master control unit 270. Master control unit 270 has a function of determining a control amount such as distribution of outputs of engine 150 and motors MG1 and MG2.

  The engine 150 is a normal gasoline engine, and rotates the crankshaft 156. The operation of engine 150 is controlled by engine ECU 240. Engine ECU 240 executes control of the fuel injection amount of engine 150 and other controls in accordance with instructions from master control unit 270.

  Motors MG1 and MG2 are configured as synchronous motors, and stators 133 and 143 around which rotors 132 and 142 having a plurality of permanent magnets on the outer peripheral surface and three-phase coils 131 and 141 that form a rotating magnetic field are wound. With. The stators 133 and 143 are fixed to the case 119. Three-phase coils 131 and 141 wound around stators 133 and 143 of motors MG1 and MG2 are connected to secondary battery 194 via drive circuits 191 and 192, respectively. The drive circuits 191 and 192 are transistor inverters each including a pair of transistors as switching elements for each phase. The drive circuits 191 and 192 are controlled by the motor control unit 260. When the transistors of drive circuits 191 and 192 are switched by a control signal from motor control unit 260, a current flows between battery 194 and motors MG1 and MG2. The motors MG1 and MG2 can operate as electric motors that are rotated by receiving power supplied from the battery 194 (hereinafter, this operation state is referred to as power running), and the rotors 132 and 142 are rotated by external force. Can function as a generator that generates electromotive force at both ends of the three-phase coils 131 and 141 to charge the battery 194 (hereinafter, this operation state is referred to as regeneration).

  The rotation shafts of engine 150 and motors MG1 and MG2 are mechanically coupled via planetary gear 120. The planetary gear 120 includes a sun gear 121, a ring gear 122, and a planetary carrier 124 having a planetary pinion gear 123. In the hybrid vehicle of this embodiment, the crankshaft 156 of the engine 150 is coupled to the planetary carrier shaft 127 via the damper 130. The damper 130 is provided to absorb torsional vibration generated in the crankshaft 156. Rotor 132 of motor MG1 is coupled to sun gear shaft 125. The rotor 142 of the motor MG2 is coupled to the ring gear shaft 126. The rotation of the ring gear 122 is transmitted to the axle 112 and the wheels 116R and 116L via the chain belt 129 and the differential gear 114.

  The control system 200 uses various sensors to realize control of the entire vehicle. For example, an accelerator sensor 165 for detecting the amount of depression of the accelerator by the driver, a shift position sensor for detecting the position of the shift lever. 167, a brake sensor 163 for detecting the brake depression pressure, a battery sensor 196 for detecting the state of charge of the battery 194, and a rotation speed sensor 144 for measuring the rotation speed of the motor MG2 are used. . Since the ring gear shaft 126 and the axle 112 are mechanically coupled by the chain belt 129, the ratio of the rotational speeds of the ring gear shaft 126 and the axle 112 is constant. Therefore, the rotation speed sensor 144 provided on the ring gear shaft 126 can detect not only the rotation speed of the motor MG2 but also the rotation speed of the axle 112.

(2) Basic operation of hybrid vehicle:
Next, the operation of the hybrid vehicle of this embodiment will be described. In order to describe the basic operation of the hybrid vehicle, first, the operation of the planetary gear 120 will be described first. Planetary gear 120 has the property that when the rotational speeds of two of the three rotational shafts described above are determined, the rotational speeds of the remaining rotational shafts are determined. The relationship between the rotational speeds of the respective rotary shafts is as shown in the following equation (1).

  Nc = Ns × ρ / (1 + ρ) + Nr × 1 / (1 + ρ) (1)

  Here, Nc is the rotational speed of the planetary carrier shaft 127, Ns is the rotational speed of the sun gear shaft 125, and Nr is the rotational speed of the ring gear shaft 126. Further, ρ is a gear ratio between the sun gear 121 and the ring gear 122 as represented by the following equation.

  ρ = [number of teeth of sun gear 121] / [number of teeth of ring gear 122]

  Further, the torques of the three rotary shafts have a certain relationship given by the following equations (2) and (3) regardless of the rotational speed.

Ts = Tc × ρ / (1 + ρ) (2)
Tr = Tc × 1 / (1 + ρ) = Ts / ρ (3)

  Here, Tc is the torque of the planetary carrier shaft 127, Ts is the torque of the sun gear shaft 125, and Tr is the torque of the ring gear shaft 126.

  The hybrid vehicle of this embodiment can travel in various states by such a function of the planetary gear 120. For example, in a relatively low speed state where the hybrid vehicle has started to travel, the motor MG2 is powered while the engine 150 is stopped to travel by transmitting power to the axle 112. Similarly, the engine 150 may travel while idling.

  When the hybrid vehicle reaches a predetermined speed after the start of traveling, the control system 200 starts the motor 150 by motoring the motor MG1 with torque output. At this time, the reaction torque of the motor MG1 is also output to the ring gear 122 via the planetary gear 120.

  When the engine 150 is operated and the planetary carrier shaft 127 is rotated, the sun gear shaft 125 and the ring gear shaft 126 are rotated under the conditions satisfying the above expressions (1) to (3). The power generated by the rotation of the ring gear shaft 126 is directly transmitted to the wheels 116R and 116L. The power generated by the rotation of the sun gear shaft 125 can be regenerated as electric power by the first motor MG1. On the other hand, if the second motor MG2 is powered, power can be output to the wheels 116R and 116L via the ring gear shaft 126.

  During steady operation, the output of the engine 150 is set to a value substantially equal to the required power of the axle 112 (that is, the rotational speed of the axle 112 × torque). At this time, a part of the output of the engine 150 is directly transmitted to the axle 112 via the ring gear shaft 126, and the remaining output is regenerated as electric power by the first motor MG1. The regenerated electric power is used for generating torque that causes the second motor MG2 to rotate the ring gear shaft 126. As a result, it is possible to drive the axle 112 at a desired rotational speed and with a desired torque.

  When the torque transmitted to the axle 112 is insufficient, the torque is assisted by the second motor MG2. As the electric power for the assist, electric power regenerated by the first motor MG1 and electric power stored in the battery 149 are used. Thus, the control system 200 controls the operation of the two motors MG1 and MG2 according to the required power to be output from the axle 112.

  The hybrid vehicle of this embodiment can also move backward while the engine 150 is operated. When the engine 150 is operated, the planetary carrier shaft 127 rotates in the same direction as when moving forward. At this time, if the sun gear shaft 125 is rotated at a rotational speed higher than the rotational speed of the planetary carrier shaft 127 by controlling the first motor MG1, the ring gear shaft 126 moves in the reverse direction as is apparent from the above equation (1). Invert. The control system 200 can reverse the hybrid vehicle by controlling the output torque while rotating the second motor MG2 in the reverse direction.

  The planetary gear 120 can rotate the planetary carrier 124 and the sun gear 121 while the ring gear 122 is stopped. Therefore, the engine 150 can be operated even when the vehicle is stopped. For example, if the remaining capacity of the battery 194 decreases, the battery 194 can be charged by operating the engine 150 and regenerating the first motor MG1. If the first motor MG1 is powered while the vehicle is stopped, the engine 150 can be motored by the torque and started.

(3) Control system configuration:
FIG. 2 is a block diagram illustrating a more detailed configuration of the control system 200 in the embodiment. The master control unit 270 includes a master control CPU 272 and a power supply control circuit 274. The motor control unit 260 includes a motor main control CPU 262 and two motor control CPUs 264 and 266 for controlling the two motors MG1 and MG2, respectively. Each CPU includes a CPU, a ROM, a RAM, an input port, and an output port (not shown), and constitutes a one-chip microcomputer together with these.

  The master control CPU 272 determines control amounts such as the number of revolutions of the engine 150 and the motors MG1 and MG2 and torque distribution, supplies various required values to other CPUs and ECUs, and controls the driving of each prime mover. have. For this control, the master control CPU 272 includes accelerator position signals AP1 and AP2 indicating the accelerator opening, shift position signals SP1 and SP2 indicating the shift position, the output voltage value VB of the battery 194, and the output of the battery 194. Current value IB, vehicle speed, etc. are supplied. The accelerator sensor 165 and the shift position sensor 167 each consist of two systems of sensors, and supply two accelerator position signals AP1 and AP2 and two shift position signals SP1 and SP2 to the master control CPU 272, respectively.

  The power supply control circuit 274 is a circuit for converting the high voltage DC voltage of the battery 194 into a low voltage DC voltage for each circuit in the main ECU 210. The power supply control circuit 274 also has a function as a monitoring circuit that monitors the abnormality of the master control CPU 272.

  The engine ECU 240 controls the engine 150 according to the engine output request value PEreq given from the master control CPU 272. The engine ECU 240 feeds back the rotational speed REVen of the engine 150 to the master control CPU 272.

  The motor main control CPU 262 supplies the current request values I1req and I2req to the two motor control CPUs 264 and 266 in accordance with the torque request values T1req and T2req related to the motors MG1 and MG2 given from the master control CPU 272, respectively. The motor control CPUs 264 and 266 drive the motors MG1 and MG2 by controlling the drive circuits 191 and 192, respectively, according to the current request values I1req and I2req. The rotation speeds REV1, REV2 of the motors MG1, MG2 are fed back to the motor main control CPU 262 from the rotation speed sensors of the motors MG1, MG2. It should be noted that the motor main control CPU 262 to the master control CPU 272 send the rotational speeds REV1 and REV2 of the motors MG1 and MG2 and the measured current values I1det and I2det (current values supplied from the battery 194 to the drive circuits 191 and 192). In FIG. 2, it is expressed as Idet together). The motor main control CPU 262 also receives an output voltage value VB from the battery 194.

  The battery ECU 230 monitors the state of charge SOC of the battery 194 and supplies the required charging value CHreq of the battery 194 to the master control CPU 272 as necessary. The master control CPU 272 determines the output of each prime mover in consideration of this required value CHreq. That is, when charging is necessary, the engine 150 outputs a power larger than the output necessary for traveling, and a part of the power is distributed to the charging operation by the first motor MG1.

  The brake ECU 220 performs control to balance a hydraulic brake (not shown) and a regenerative brake by the motor MG2. This is because in the hybrid vehicle of this embodiment, the regenerative operation by the motor MG2 is performed during braking, and the battery 194 is charged. Specifically, the brake ECU 220 inputs the regeneration request value REGreq to the master control CPU 272 based on the brake pressure BP from the brake sensor 163. The master control CPU 272 determines the operation of the motors MG1 and MG2 based on the request value REGreq, and feeds back the regeneration execution value REGprac to the brake ECU 220. The brake ECU 220 controls the brake amount by the hydraulic brake to an appropriate value based on the difference between the regeneration execution value REGprac and the regeneration request value REGreq and the brake pressure BP.

  As described above, the master control CPU 272 determines the outputs of the engine 150 and the motors MG1 and MG2, and requests the engine ECU 240, the first motor control CPU 264, and the second motor control CPU 266 that are responsible for the respective controls. Supply. The engine ECU 240, the first motor control CPU 264, and the second motor control CPU 266 control each prime mover according to this required value. As a result, the hybrid vehicle can travel by outputting appropriate power from the axle 112 in accordance with the traveling state. During braking, the brake ECU 220 and the master control CPU 272 cooperate to control the operation of each prime mover and hydraulic brake. As a result, it is possible to achieve braking that regenerates electric power and does not cause the driver to feel much discomfort.

  The four CPUs 272, 262, 264, 266 monitor each other's abnormality using a so-called watchdog pulse WDP, and when the abnormality occurs in the CPU and the watchdog pulse stops, a reset signal RES is sent to the CPU. It has a function to supply and reset. The abnormality of the master control CPU 272 is also monitored by the power supply control circuit 274.

  The abnormality history registration circuit 280 has an EEPROM 282 for registering an abnormality occurrence history. In the EEPROM 282, a history of occurrence of abnormality in each unit such as the accelerator sensor 165 and the shift position sensor 167 is registered. In addition, reset signals RES 1 and RES 2 transmitted and received between the master control CPU 272 and the motor main control CPU 262 are input to the input port of the abnormality history registration circuit 280. When these reset signals RES 1 and RES 2 are generated, the abnormality history registration circuit 280 stores them in the internal EEPROM 282.

  Note that the master control CPU 272 and the abnormality history registration circuit 280 can make various requests and notifications with each other via the bidirectional communication wiring 214. A bidirectional communication wiring 212 is also provided between the master control CPU 272 and the motor main control CPU 262.

(4) Control when an abnormality is detected:
Next, an operation when an abnormality is detected in the hybrid vehicle of this embodiment will be described. In the hybrid vehicle according to the present embodiment, the abnormality related to the generation of driving force includes abnormality of each part related to generation of driving force such as the engine 150, the motor MG2, and the battery 194, and the driver controlling the running state of the vehicle. An abnormality of various sensors for detecting input, an abnormality of each ECU that controls the operation state of each part, an abnormality in communication between ECUs, and the like can be given.

  The control executed when the abnormality occurs in the hybrid vehicle of this embodiment is more sufficient depending on the type of abnormality that has occurred so that a retreat action can be taken to avoid danger when the abnormality occurs. It is characterized by ensuring the running performance and suppressing the long-term running after the occurrence of abnormality by limiting the output. In order to ensure the running performance for taking the evacuation action, in the hybrid vehicle of the present embodiment, a control method that does not use the portion where the abnormality is detected is set for each assumed abnormality. That is, a control method that does not use the detection signal from the sensor in which the abnormality is detected is set for the abnormality of the sensor, and the communication between the ECUs in which the abnormality is detected for the communication abnormality between the ECUs. The control methods that do not use the information exchanged by the above are set, and these control methods ensure predetermined traveling performance even when an abnormality occurs.

  As described above, in the hybrid vehicle of the present embodiment, a control method to be executed at the time of detecting an abnormality is set for each assumed abnormality, but each ECU such as the engine ECU 240 or the battery ECU 230 has a control. The control to be executed when an abnormality is detected in the engine 150 or the battery 194 to be executed is stored. The master control CPU 272 stores control to be executed when various abnormalities are detected. Accordingly, when an abnormality is detected, each ECU changes the control state in accordance with the type of abnormality and executes the previously stored control. Specific operations at the time of each abnormality will be described later.

  Here, in the hybrid vehicle of the present embodiment, the control state at the time of abnormality set in advance for each assumed abnormality, in particular, the magnitude of power that can be output at that time is predicted from the detected abnormality. Depending on the risk of being violated and whether the abnormality may cause further abnormality. FIG. 3 is an explanatory diagram conceptually showing the state of the output characteristics of the vehicle when each control set for various abnormalities is executed. In FIG. 3, the horizontal axis represents the accelerator opening, and the vertical axis represents the maximum vehicle speed. When no abnormality is detected in the hybrid vehicle, the hybrid vehicle exhibits the output characteristics represented by (A) in FIG. When an abnormality is detected, control according to the type of the detected abnormality is performed, and any one of the output characteristics (B) to (D) in FIG. 3 is displayed (as described later, the abnormality Depending on the type, the output characteristics of (A) can be obtained). The actual output limit is performed by limiting the maximum vehicle speed according to the type of abnormality (drive control method selected at the time of abnormality) or by suppressing the responsiveness to the torque request from the driver. As a result, as shown in FIGS. 3B to 3D, the output is limited to various degrees, and the vehicle speed does not increase as much as normal even when the accelerator is depressed (even if the torque request is increased). It becomes.

  As shown in FIG. 3, the output characteristics in the control executed when an abnormality is detected are in a state where the output is limited as compared with the normal state as a whole. However, FIG. 3 is a conceptual diagram showing the degree of running performance in the control executed when each abnormality occurs. When an abnormality is detected, output restriction as shown in FIG. 3 is forcibly executed. It does not indicate that. In other words, depending on the type of abnormality, there is a control that forcibly sets an output limit to reduce the traveling performance. However, according to the control method executed at the time of the abnormality, the traveling performance (inevitably compared to the normal state) Some of them do not have output restrictions because the output is reduced. In FIG. 3, the relationship between the maximum vehicle speed and the accelerator opening is shown in order to conceptually express the output characteristics at each abnormality, but the output characteristics at each abnormality are shown by the vertical axis in FIG. Instead of the maximum vehicle speed, the driving force (torque) that can be output from the axle and the amount of torque change show similar properties. Further, in the control actually performed at each abnormality, as shown in FIG. 3, the relationship between the actual output power (maximum vehicle speed, torque, etc.) with respect to the driver's request to increase the driving force (accelerator opening) is Although not necessarily linear, maintaining such a linear correlation even when the output is suppressed in the event of an abnormality, the acceleration performance according to the driver's request is similar to that of normal reactivity. It is desirable that it can be secured to some extent while maintaining the above. In other words, even when an abnormality occurs, acceleration that can be perceived by the driver in response to the accelerator operation can be obtained, suppressing the user from feeling unnecessarily dangerous when the abnormality occurs, and improving operability during evacuation behavior. Can be secured.

  For example, the detected predetermined abnormality is an abnormality that does not interfere with driving of any of the devices (engine 150, motors MG1, MG2, and battery 194) involved in the generation of power included in the vehicle, When it is possible to perform the control to output the driving force similar to that in the normal state, when it is predicted that continuing the vehicle traveling may cause further abnormality (for example, out of two accelerator sensors) In the case of an abnormality in one system, etc., control is performed to limit the output in accordance with an expected further abnormality, and output characteristics as shown in FIGS. 3B to 3D are realized. The control for limiting the output may be performed by setting the maximum vehicle speed of the vehicle, or the performance of the power generation device may be suppressed to a predetermined ratio or less as compared with the normal time.

  Further, as will be described later, the control that is executed when a predetermined abnormality occurs is control that involves stopping or limiting the use of any of the devices that are involved in the generation of power, and the output power is inevitably compared to that during normal operation. 3 (for example, when the control without using the battery 194 must be performed due to an abnormality in the battery 194 or the battery ECU 230, etc.), the control at this time is the control shown in FIG. As shown in (D), if the output is sufficiently limited depending on whether or not the generated abnormality may cause further abnormality, it is not necessary to further limit the output. In such a case, by using a power generator that can be used, within the range of its performance, by ensuring the driving performance that reflects the driver's intention related to the increase or decrease of the driving force as close to normal as possible, As a result, the control with the output sufficiently limited as compared with the normal time is performed.

  As shown in (B) to (D) of FIG. 3, the output characteristics in the control that is executed when an abnormality occurs depends on whether there is a possibility that a further abnormality is caused by the abnormality that has occurred. It is desirable to secure the running performance within an acceptable range by suppressing the output characteristics to various degrees (by performing control that inevitably sufficiently suppresses the output depending on the type of abnormality). In the hybrid vehicle of the present embodiment, as shown in FIG. 3B, as an abnormality for which it is desirable to limit the output slightly as compared with the normal time, for example, an abnormality of the current sensor of the motor MG2 can be mentioned. Further, as shown in FIG. 3C, the abnormalities that should be further limited include, for example, when the voltage signal of the battery 194 is abnormal, or when the accelerator sensor (one of the two systems) is abnormal. There may be mentioned when the battery ECU 230 is abnormal, when the communication between the master control unit 270 and the engine ECU 240 is abnormal, when the communication between the master control unit 270 and the battery ECU 230 is abnormal, and the like. Further, there is a greater possibility that a further abnormality will be caused by the abnormality that has occurred than the abnormality described above. As an abnormality whose output should be further restricted as shown in FIG. And the like (when the engine 150 or the engine ECU 240 is abnormal). The output characteristics shown in FIG. 3A correspond to normal times. However, depending on the type of abnormality, control may be performed to permit the same output characteristics as normal. In this embodiment, when a shift position that is not recognized due to the occurrence of an abnormality in the shift position sensor 167 occurs, the shift position position confirmation is permitted only for the positions that are normally detected, and is normally detected. At the shift position, as shown in FIG. 3 (A), control is performed so that the same driving force as that during normal operation can be output.

  Thus, in the hybrid vehicle of the present embodiment, when an abnormality occurs, the traveling performance of the vehicle is ensured with the output suppressed according to the type of abnormality. Depending on the type of abnormality that has occurred, there is a possibility that further abnormality may be caused, and there is a possibility that continuing traveling may be accompanied by a predetermined risk, but depending on the type of abnormality, even if some running performance is allowed Some of them can ensure sufficient safety. Rather, it is conceivable that it is more dangerous to suddenly lower the running performance (limit the output) when an abnormality is detected during running. When the occurrence of an abnormality is detected, the vehicle is not immediately prohibited from traveling regardless of the type or degree of the abnormality, but a certain degree of driving performance is ensured according to the type of abnormality as in this embodiment. Thus, it is possible to take a safer retreat action when an abnormality occurs while sufficiently avoiding a danger that may be caused by the abnormality. In particular, the hybrid vehicle according to the present embodiment includes motors MG1 and MG2 and a battery 194 for driving these in addition to the engine 150 as a device for generating power for driving the vehicle. Even if an abnormality occurs in a location, it is possible to ensure a certain level of running performance using normal functions.

  Further, in the hybrid vehicle of this embodiment, when the control executed when a predetermined abnormality is detected is a control that limits the output even though a larger driving force can be output, the vehicle speed of the vehicle Is equal to or greater than a predetermined value, even if an abnormality is detected, the running performance of the vehicle is not deteriorated immediately. For example, a sufficient vehicle speed is required until the vehicle travels a predetermined time after detecting an abnormality or a predetermined distance after detecting an abnormality. Driving (or some acceleration performance). As a result, safety when an abnormality is detected during high-speed traveling can be further improved. In other words, if the output is immediately limited when an abnormality occurs during high-speed driving, the vehicle speed of this vehicle will drop sharply, giving the driver of the vehicle traveling around the vehicle an unnecessary anxiety. The driver may feel more of a sense of crisis than necessary, but when the vehicle speed is higher than the predetermined value, even if an abnormality is detected, it is possible to ensure sufficient vehicle speed and acceleration performance for a while. It is possible to safely evacuate from a state where the vehicle is traveling at high speed. Of course, when the vehicle speed when an abnormality is detected is sufficiently slow (including when the vehicle is stopped), it is desirable to ensure safety in the event of an abnormality by immediately limiting the output. Such a configuration will be described in detail in the control related to the limitation of the maximum vehicle speed that is executed when the accelerator sensor is abnormal, which will be described later.

  In addition, in the hybrid vehicle of the present embodiment, as described above, it is possible to run in a state in which the output is limited according to the type of abnormality as compared with the normal time, and the output limit is gradually increased to It has a configuration to suppress. That is, when an abnormality is detected, operation control is performed with a predetermined output restriction as shown in FIG. 3 depending on the type of abnormality, but depending on the type of abnormality, the abnormality is detected. Further, control for increasing the degree of output restriction is further performed step by step according to the time of travel, the travel distance after the abnormality is detected, and the like. Alternatively, when an abnormality is detected, the time after the abnormality is detected, the travel distance after the abnormality is detected, etc., while allowing traveling at an output corresponding to the traveling state such as the vehicle speed at that time Accordingly, control for increasing the degree of output restriction is further performed step by step, and operation control is performed in a state where a predetermined output restriction as shown in FIG. 3 is applied according to the type of abnormality. Control for increasing the degree of output restriction can be performed by setting the maximum vehicle speed smaller, or by controlling the power generation device so that the degree of reactivity with respect to the torque request from the driver becomes smaller.

  With this configuration, immediately after the occurrence of an abnormality, a certain amount of output is ensured according to the type of abnormality, so that the above-described effect that safe retreating behavior can be obtained is obtained. Furthermore, the following effects can be achieved. That is, by gradually increasing the output limit, it is possible to prevent the vehicle from continuing traveling more than necessary when an abnormality occurs, and to prompt the driver to take action for repairing the abnormal part. Therefore, it is possible to prevent the vehicle from continuing traveling for a long time after the occurrence of an abnormality, and to improve the safety after the occurrence of the abnormality. In particular, when the type of detected abnormality is a type of abnormality that may cause further abnormality when the vehicle continues to run, control is performed to increase the output limit step by step, and the abnormality occurs. It is desirable to have a configuration that prevents the vehicle from continuing running for a long time later.

  Further, as a method for limiting the output that is executed when an abnormality occurs, it is possible to control the power output from the drive shaft of the vehicle to a sufficiently small predetermined value (range). For example, when an abnormality that cannot be controlled to input a torque request from the driver to drive the power generation device and output a predetermined driving force according to the torque request from the axle occurs, the driver's intention However, if control is performed to always output a sufficiently small predetermined driving force from the driving shaft when such an abnormality is detected, the brake is also operated. As a result, the vehicle can be moved to a safer place. Here, as a sufficiently small predetermined driving force output from the axle, for example, a force corresponding to a creep phenomenon in an AT vehicle can be set. Although the hybrid vehicle of the present embodiment is different from the AT vehicle, for example, by driving the motor MG2 using the electric power of the battery 194, the above-described predetermined power can be output from the axle. Alternatively, by driving the engine 150 and regenerating the motor MG1 (outputting a reaction torque that counters the torque transmitted from the engine), the direct torque transmitted from the engine 150 to the motor MG2 is output from the axle, and A sufficiently small driving force corresponding to the creep phenomenon may be continuously output from the axle. As an abnormality in which such control is performed, for example, when an accelerator sensor described later is abnormal (when both sensors in two systems break down) can be cited.

  In the hybrid vehicle of the present embodiment, the control is performed so that the output is limited when an abnormality is detected. Therefore, the driver can detect the occurrence of the abnormality by experiencing a decrease in the acceleration performance. In the hybrid vehicle of the present embodiment, when an abnormality is detected, the occurrence of the abnormality is warned to a predetermined display section that can be easily visually recognized by the driver. Display for

  In addition, even if such a display is performed, the driver who is driving the vehicle may not be immediately aware of it, so the driver can quickly recognize the occurrence of an abnormality and prompt a predetermined retreat action to improve safety. In order to ensure, the hybrid vehicle of the present embodiment has a configuration that further generates a warning sound notifying the abnormality when the abnormality is detected or artificially generates a vibration so that the driver can experience the occurrence of the abnormality. . In the hybrid vehicle of this embodiment, continuously variable transmission is realized by controlling the power generation amount in the motor MG2. Therefore, the switching control in the drive circuit 191 (for example, by performing control to add noise to the target torque set in the MG2) intentionally stops the control of smooth continuously variable transmission, so that it can be easily applied to a running vehicle. Desired vibration can be generated. In addition, it is desirable to set the vibration generated in such a manner as not to make the driver feel dangerous and to be sufficiently experienced as an abnormal state.

(5) Operation at the time of abnormality:
In the following, the output restriction executed at the time of an abnormality will be described based on a specific operation executed when each typical abnormality occurs.

(5-1) When the accelerator sensor is abnormal:
The accelerator sensor 165 provided in the accelerator pedal for detecting the accelerator opening is composed of two sensors as described above, and supplies two accelerator position signals AP1 and AP2 to the master control CPU 272. FIG. 4 is a block diagram showing a circuit configuration related to processing of the output signal of the accelerator sensor. The accelerator sensor 165 includes two sensors 165a and 165b having different characteristics. As these sensors 165a and 165b, for example, potentiometers can be used. The output signals AP1 and AP2 of the two sensors 165a and 165b are input to the master control CPU 272.

  The master control CPU 272 has a function as an abnormality detection unit 272a and a function as a control input determination unit 272b. The abnormality detection unit 272a detects whether or not an abnormality has occurred in the accelerator sensor 165. The control input determination unit 272b normally determines the control input (accelerator opening) from the normal output of the sensor. When an abnormality occurs in one of the sensors, control is performed using the sensor output that is not abnormal. Change the behavior to determine the input. The functions of these units 272a and 272b are realized by the master control CPU 272 executing a program stored in a ROM (not shown).

  FIG. 5A is a graph showing the input / output characteristics of the accelerator sensor 165. The horizontal axis is the amount of depression of the accelerator pedal, and the vertical axis is the level of the accelerator position signal. In this embodiment, the output signals AP1 and AP2 output from the two sensors 165a and 165b have the same inclination but different offsets. Of course, the slopes of the two output signals AP1 and AP2 can be set to different values. The normal output ranges R1 and R2 of the two sensors are set so that the relationship between the outputs AP1 and AP2 of the two sensors and the accelerator opening (the amount of depression of the accelerator pedal) is uniquely determined. In the example of FIG. 5, the normal output ranges R1 and R2 are set to ranges in which the relationship between the sensor outputs AP1 and AP2 and the accelerator opening is represented by a straight line.

  FIG. 5B shows an example of changes in the accelerator position signal when both of the two sensors are operating normally. In this embodiment, when both are operating normally, the control input determining unit 272b (FIG. 4) determines the control input (accelerator opening) from the first output signal AP1. Of course, the accelerator opening may be determined from the second output signal AP2.

  The abnormality detection unit 272a (FIG. 2) detects whether or not an abnormality has occurred in the two accelerator sensors 165a and 165b. In the present embodiment, the abnormality detection unit 272a detects the abnormality of the sensor depending on whether the temporal change pattern of the sensor output signals AP1 and AP2 corresponds to one of a plurality of preset abnormality patterns. Detected. A plurality of preset abnormal event patterns are stored in a ROM (not shown) for the master control CPU 272. Examples of detection signal patterns set in advance for detecting sensor abnormality are shown in FIGS.

  FIG. 6 shows a change in the output signal when the abnormal event # 1 (disconnection of the sensor ground wire) occurs in the first accelerator sensor 165a. When the ground line of the first accelerator sensor 165a is disconnected, the output signal AP1 drops sharply, becomes a predetermined disconnection level LB or less, and deviates from the normal output range R1. When the detection signal shows such a pattern, it is determined that an abnormal event # 1 has occurred in the sensor.

  FIG. 7 shows a change in the output signal when the abnormal event # 2 (hold) occurs in the first accelerator sensor 165a. Here, “hold” means that the output signal is maintained at a constant value. When the accelerator sensor is operating normally, it is extremely difficult for the driver to hold the accelerator pedal at a fixed position so that the output signal is maintained at a constant value. Therefore, when the output signal of the accelerator sensor is maintained at a constant value, it is determined that an abnormality has occurred in the sensor.

  FIG. 8 shows a change in the output signal when the abnormal event # 3 (rectangular wave vibration) occurs in the first accelerator sensor 165a. When the accelerator sensor is operating normally, it is extremely difficult for the driver to step on the accelerator pedal so that the output signal changes in a rectangular wave shape. Therefore, when the output signal of the accelerator sensor changes in a rectangular wave shape, it is determined that an abnormality has occurred in the sensor.

  FIG. 9 shows a change in the output signal when an abnormal event # 4 (irregular vibration) occurs in the first accelerator sensor 165a. When the accelerator sensor is operating normally, it is extremely difficult for the driver to step on the accelerator pedal so that the output signal changes irregularly and suddenly. Therefore, if the output signal of the accelerator sensor changes irregularly and suddenly, it is determined that an abnormality has occurred in the sensor.

  FIG. 10 shows a change in the output signal when the abnormal event # 5 (difference abnormality) occurs in the two accelerator sensors 165a and 165b. When the accelerator sensor is operating normally, the difference between the two output signals AP1 and AP2 should be maintained within a substantially constant appropriate range. For example, if the slopes of the two input / output characteristics shown in FIG. 5A are the same, the difference between the two output signals AP1 and AP2 is substantially constant. Therefore, when the difference between the output signals of the two accelerator sensors deviates from a certain appropriate range, it is determined that an abnormality has occurred in one of the sensors. When this abnormal event # 5 occurs, if one of the output signals AP1 changes and the difference between the two reaches a predetermined threshold value, the abnormality detection unit 272a has detected an abnormality in one of the sensors 165a and 165b. Judge. At this time, for example, at time t0 when the abnormality occurs in the difference, a sensor (165a in the example of FIG. 10) having a larger output change can be determined to be abnormal.

  FIG. 11 is a flowchart showing an accelerator sensor abnormality processing routine executed in the hybrid vehicle of this embodiment. This routine is executed by the master control CPU 272 every predetermined time. The accelerator sensor 165 can detect any abnormality of the two sensors 165a and 165b. However, in the hybrid vehicle of this embodiment, the control input (accelerator opening degree) is usually obtained from the first output signal AP1. In order to determine, in the following description, an operation for detecting an abnormality in the sensor 165a and changing the control to use the sensor 165b will be described.

  When this routine is executed, the master control CPU 272 first refers to the EEPROM 282 (FIG. 4) in the abnormality history registration circuit 280 to determine whether or not the history relating to the occurrence of the abnormality of the accelerator sensor is registered here. (Step S100). As will be described later, when an abnormality is detected in the accelerator sensor, information relating to which abnormality has occurred in which sensor is registered in the EEPROM 282 (FIG. 4) in the abnormality history registration circuit 280. Therefore, by referring to the EEPROM 282 in the abnormality history registration circuit 280, it can be known whether or not an abnormality of the accelerator sensor has already occurred. Alternatively, the occurrence of an abnormality may be stored in a ROM (not shown) for the master control CPU 272 separately from the EEPROM 282 in the abnormality history registration circuit 280 and referred to.

  When the occurrence of abnormality is not stored in the EEPROM 282 in the abnormality history registration circuit 280, the signal pattern output from the sensor 165a is input (step S110), and the abnormality pattern stored in advance as described above. It is determined whether or not an abnormality has occurred in the sensor 165a depending on whether or not this is true (step S120).

  When an abnormality of the sensor 165a is detected in step S120, the master control CPU 272 outputs a signal used when determining the accelerator opening by the control input determination unit 272b described above from the AP1 output by the sensor 165a to the sensor 165b. Switch to AP2 to output. Further, the vehicle speed Sp when an abnormality is detected is read, and the occurrence of the abnormality in the sensor 165a is stored in the EEPROM 282 in the abnormality history registration circuit 280 together with the type of abnormality that has occurred. Further, in order to substitute the value 0 for the elapsed time t from the occurrence of the abnormality, start counting the elapsed time, and notify the driver of the occurrence of the abnormality, the above-described display, sound, or artificial A warning is given due to vibrations generated (step S130).

  Here, the vehicle speed Sp can be known based on the rotation speed REV2 of the motor MG2 described above. In addition, the registration of the abnormality is performed by using the EEPROM 282 in the abnormality history registration circuit 280 (see FIG. 4), as described above, the abnormality detection unit 272a stores information regarding what kind of abnormality has occurred in which sensor (here, the sensor 165a). ). By registering the abnormality history in the EEPROM 282 in this way, after the vehicle travels, the service computer is connected to the control system 200, and the abnormality history is read out from the EEPROM 282 to examine what kind of abnormality occurred during the traveling. It becomes possible to know.

  Next, the master control CPU 272 determines whether or not the read vehicle speed Sp exceeds a predetermined value (60 km / h in this embodiment) (step S140). When the vehicle speed Sp exceeds the predetermined value, the maximum vehicle speed that the vehicle can output is set to (Sp + 10) km / h. Until the maximum vehicle speed is reached, control is performed to allow normal acceleration. That is, after the vehicle speed reaches the maximum vehicle speed, control for prohibiting acceleration is performed (step S150).

Until the elapsed time t from the occurrence of the abnormality reaches a predetermined time t ₁ set in advance, the control in which the maximum vehicle speed is set is continued (step S160), and the elapsed time t is the predetermined time. Upon reaching t _1, it changes the maximum vehicle speed set value from (Sp + 10) km / h to Sp (step S170). That is, when a predetermined time t ₁ has elapsed since the occurrence of the abnormality, the maximum speed allowed for the vehicle is changed to a setting that is further suppressed.

The control for setting the maximum vehicle speed thus suppressed is continued until the elapsed time t from the occurrence of the abnormality reaches a predetermined time t2 (where t ₂ > t ₁ ) (step S180). When the elapsed time t reaches the predetermined time t ₂ , the maximum vehicle speed set in Sp is changed to 60 km / h (step S190), and this routine is terminated. That is, when a predetermined time t ₂ has elapsed since the occurrence of the abnormality, the setting is changed so as to further suppress the maximum speed allowed for the vehicle.

  When it is determined in step S140 that the vehicle speed Sp does not exceed 60 km / h, the process proceeds to step S190 as it is, and control is performed to set the maximum vehicle speed to 60 km / h and limit the vehicle speed. In step S100, if an abnormality occurrence history is registered in the EEPROM 282 in the abnormality history registration circuit 280, the maximum vehicle speed has already been controlled to 60 km / h. Control for setting the vehicle speed to 60 km / h is continued (step S195), and this routine is terminated. If no abnormality of the sensor 165a is detected in step S120, this routine is terminated as it is.

  With such a configuration, when an abnormality occurs in one of the accelerator sensors, control is performed to limit the maximum vehicle speed to a predetermined value (60 km / h in this embodiment), so that the vehicle traveling performance is secured to some extent. On the other hand, it is possible to prevent the vehicle from continuing traveling more than necessary, and to increase the safety when the vehicle is traveling. Furthermore, in the hybrid vehicle of the present embodiment, when the maximum vehicle speed is set in this way, when the vehicle speed when an abnormality occurs exceeds a predetermined value, it is set when the vehicle speed is slower than the predetermined value. The vehicle is allowed to travel at a vehicle speed exceeding the maximum vehicle speed limit, and the vehicle speed limit is gradually increased. Therefore, safety during high-speed traveling can be improved. In other words, during high-speed driving, if the vehicle speed is suddenly limited and the vehicle is forcibly decelerated along with the detection of an abnormality, the driver may feel unnecessarily uneasy, and the driver of the vehicle traveling around However, there is a risk of creating an unnecessary anxiety. In this embodiment, when an abnormality occurs during high-speed driving, the driving power generator is driven using the output signal from the remaining normal accelerator sensor, and sufficient driving performance (a certain degree of acceleration performance) is achieved within a limited time. ), It is possible to move to the retreat behavior more safely during high-speed driving.

  As described above, in the hybrid vehicle of this embodiment, a certain degree of traveling performance is ensured while the output is limited as shown in FIG. 3 according to the type of abnormality that has occurred. Here, the abnormality of the accelerator sensor described above does not directly impair the operation of the power generator to output the power, so when one of the accelerator sensors is abnormal, the output is forcibly limited by setting the maximum vehicle speed. is doing.

  In addition, as shown in the conceptual diagram of FIG. 3C, the abnormality occurring on one side of such an accelerator sensor has a certain degree of danger among the abnormality that can occur in the vehicle (the possibility of causing further abnormality). Is set to a degree of output restriction. This is because an abnormality that cannot be detected is considered among the abnormalities that can occur in the remaining sensors when the remaining sensor is used for traveling. That is, as the abnormality pattern of the detected accelerator sensor, as shown in FIGS. 6 to 10, various patterns can be considered, but like the abnormal event # 5 (difference abnormality) shown in FIG. In the case of an abnormality that is detected by the relative difference between the output signals from the two sensors, even if one of the sensors becomes abnormal, the same abnormality is detected for the other sensor. Can not do it. Therefore, when an abnormality occurs in one of the two accelerator sensors, the safety of the vehicle is ensured by sufficiently limiting the output in consideration of the possibility of an abnormality that cannot be detected in this way. is doing. The maximum vehicle speed set for output limitation is not limited to the value (60 km / h) of the above-described embodiment, and can be appropriately set within a range that satisfies such a purpose.

  Further, in this embodiment, when the output is limited by setting the maximum vehicle speed at the time of abnormality detection, if the vehicle speed at the time of abnormality detection is equal to or higher than a predetermined value, the speed is increased only within a predetermined time after the occurrence of the abnormality. However, the reference vehicle speed is not limited to the value in the above embodiment, and can be set as appropriate. In addition, the time during which the maximum vehicle speed is allowed to be set at a higher speed may be set as appropriate so that sufficient safety during high-speed driving can be ensured (a sufficient retreat action can be taken). Further, in the above embodiment, when the vehicle speed at the time of occurrence of an abnormality is equal to or higher than a predetermined value and the maximum vehicle speed is set to a higher speed, the maximum vehicle speed is gradually set lower with the passage of time. The maximum vehicle speed (the detected vehicle speed Sp + 10 km / h in the above embodiment) and the degree to which the set maximum vehicle speed is reduced satisfy the purpose of ensuring safety during high-speed driving according to the expected driving conditions of the vehicle. What is necessary is just to select suitably in the range.

  In the above embodiment, when the vehicle speed at the time of abnormality detection does not exceed the predetermined value (60 km / h), the maximum vehicle speed is immediately limited to the predetermined value (60 km / h) when the abnormality occurs. Even when the vehicle speed at the time of occurrence exceeds the above-mentioned predetermined value and the maximum vehicle speed is set to a higher value, the maximum vehicle speed is reset to a lower value step by step, and finally the maximum vehicle speed is set to the predetermined value (60 km / h) (see FIG. 11). Here, in order to further prevent the vehicle from continuing to run more than necessary after the occurrence of an abnormality, the maximum vehicle speed is further lowered stepwise after the maximum vehicle speed is set to the predetermined value (60 km / h). It may be set. As a result, even if an abnormality that occurs in the remaining sensors cannot be detected, it is possible to prevent the vehicle from continuing running in the same state. In the above embodiment, the maximum vehicle speed is finally set to the same predetermined value (60 km / h) regardless of the vehicle speed at the time of occurrence of the abnormality, but the maximum vehicle speed is set according to the traveling state of the vehicle. For example, if the vehicle is stopped when an abnormality occurs, the maximum vehicle speed may be set lower from the beginning.

  In the above embodiment, when the maximum vehicle speed setting is gradually lowered, it is based on the elapsed time from the occurrence of the abnormality, but the output limit is strengthened based on different criteria such as the travel distance from the occurrence of the abnormality. It's also good. If the output performance is secured so that some degree of evacuation action can be taken when an abnormality occurs, and the output is limited step by step to prevent the vehicle from continuing to run more than necessary after the abnormality occurs, the same The effect of can be obtained.

  In the above description, the control executed when an abnormality occurs in one of the two accelerator sensors has been described. However, an abnormality may occur in both accelerator sensors. Control executed when an abnormality occurs in both accelerator sensors will be described below.

  The occurrence of abnormality in the accelerator sensor is determined based on the pattern of the output signal from each sensor, as described for the sensor 165a in the above embodiment (see FIGS. 6 to 10). When an abnormality occurs in both of the two accelerator sensors, it is impossible to input an instruction related to a driving force request from the driver. Therefore, it is not possible to perform control to accelerate according to the accelerator opening. Therefore, in the hybrid vehicle of this embodiment, when an abnormality occurs in both of the two accelerator sensors as described above, the vehicle can be moved by outputting a sufficiently small predetermined driving force from the axle. .

  Specifically, when an abnormality is detected in both accelerator sensors, a constant driving force similar to the creep state in the AT vehicle is output from the axle. With such a configuration, the driver can move the vehicle to the safest place by using the brake as appropriate, and even if an abnormality that the accelerator sensor cannot be used at all occurs, A certain level of safety can be ensured. As described above, in the hybrid vehicle of this embodiment, even when both accelerator sensors become abnormal and a request for driving force cannot be input, as much traveling performance as possible is ensured and safety in the event of an abnormality is ensured. It is improving.

  In the hybrid vehicle of the present embodiment, outputting a predetermined driving force corresponding to the above-described creep state can be realized by driving the motor MG2 using the electric power of the battery 194 as described above. Alternatively, by driving the engine 150 and regenerating the motor MG1 (outputting a reaction torque that counteracts the torque transmitted from the engine), the direct torque transmitted from the engine 150 to the motor MG2 may be output from the axle. Good.

(5-2) Shift position sensor error:
The shift position sensor 167 provided in the shift lever for detecting the position of the shift lever is composed of two systems of sensors as described above, and supplies two shift position signals SP1 and SP2 to the master control CPU 272. . That is, similar to the circuit configuration related to the processing of the output signal of the accelerator sensor shown in FIG. 4, the shift position sensor 167 is composed of two sensors 167a and 167b having different characteristics, and these sensors 167a and 167b The output signals SP1 and SP2 are input to the master control CPU 272. In the master control CPU 272, the abnormality detection unit 272a detects the occurrence of abnormality in the shift position sensor 167 together with the abnormality of the accelerator sensor 165 described above, and supplies the result to the control input determination unit 272b described above.

  FIG. 12 is an explanatory diagram showing a state of a signal output from the shift position sensor 167. Of the shift position sensors 167 including two systems, one sensor 167a is a sensor that outputs a voltage signal (analog signal) corresponding to the position (shift position) of the shift lever. In the hybrid vehicle of the present embodiment, parking (P), reverse (R), neutral (N), drive position (D), and B position (B) are determined as shift positions determined according to the position of the shift lever. I have. The B position is a forward mode similar to the drive position, but is a mode in which the engine brake is more effective than the drive position.

  The other sensor 167b is a sensor that outputs an on / off signal for determining which position the shift lever is in. The sensor 167b outputs an ON signal corresponding to each position when the shift lever is at a position corresponding to any position, and is OFF when the shift lever is at an intermediate position between the positions. When any of the ON signals output from the sensor 167b continues for a predetermined period (for example, 100 milliseconds) and a voltage signal corresponding to the ON signal is output from the sensor 167a during that period, a shift corresponding to the ON signal and the voltage signal is performed. Position is determined. In FIG. 12, the horizontal axis represents the stroke of the shift lever, and the vertical axis represents the voltage value of the output signal from the sensor 167a. The ON signal (SW signal) from the sensor 167b is shown on the lower side of the horizontal axis and corresponding to the stroke at which this signal is output.

  As described above, in the shift position sensor 167, the shift position is determined based on the output signals from the two systems of the sensors 167a and 167b. When an abnormality in which such shift position cannot be determined occurs, the position is determined for the position where no abnormality has occurred. For example, if a disconnection occurs as a failure in the sensor 167b and the ON signal at the P position is not output, the hybrid vehicle cannot determine the P position, but the ON signal at another position is output correctly, and the sensor When there is no contradiction in the predetermined arithmetic processing executed by the master control CPU 272 based on the output signal from the other, the other shift positions are determined as usual.

  When the voltage of the output signal from the sensor 167a is a value corresponding to a predetermined position, but the ON signal corresponding to this voltage signal is not output from the sensor 167b, the abnormality detection unit 272a indicates that an abnormality has occurred in the sensor 167b. As shown in FIG. 3, the output characteristic is changed according to the abnormality that has occurred. At this time, in the vehicle, as described above, the driver is informed that the shift position sensor is abnormal and the predetermined position cannot be recognized by the display, sound, vibration, etc. described above. Warning.

  In the hybrid vehicle of this embodiment, as described above, since the same output characteristic as that in the normal state ((A) in FIG. 3) is adopted when the shift position sensor is abnormal, the output characteristic is substantially reduced. No changes are made. That is, the abnormality of the shift position sensor does not directly damage the power generation device, and even if any of the ON signals output from the sensor 167b becomes abnormal, this abnormality is not of a nature that directly leads to further abnormality. Therefore, in this embodiment, control is performed so that the running performance at the normally detected shift position is not deteriorated.

  As described above, in the hybrid vehicle of the present embodiment, when an abnormality occurs in the shift position sensor and any position cannot be determined, the other shift positions are determined as usual and the generated abnormality Since sufficient running performance according to the type of vehicle is ensured, it is possible to take retreat action while ensuring the safety of the vehicle. Of course, when one of the positions cannot be determined due to an abnormality in the shift position sensor, the maximum vehicle speed will be the same as when the accelerator sensor is abnormal. It is also possible to perform a control that lowers the running performance by providing, for example, to make it easier for the driver to recognize the occurrence of an abnormality and to suppress the driving from being continued in the state where the abnormality has occurred.

  In addition, as described above, even when an abnormality is detected in one of the shift position sensors and the shift position is normally detected and the determination of the shift position is permitted and the vehicle continues to run, the output is gradually limited after the abnormality is detected. It is also preferable to have a configuration in which the vehicle is prevented from continuing traveling for a long time in a state where an abnormality has occurred in the shift position sensor. For example, a limit on the maximum vehicle speed will be set after a predetermined time has elapsed since a shift position sensor abnormality was detected, or after traveling a predetermined distance, and as the time elapsed since the abnormality occurred, As the travel distance from time increases, the maximum vehicle speed limit can be set more severely.

  When the shift position sensor is composed of a sensor 167a that outputs an analog signal and a sensor 167b that outputs an on / off signal, as in the hybrid vehicle of this embodiment, the sensor that outputs an analog signal is used. If an abnormality occurs, when the output from the sensor that outputs the other on / off signal is off, it cannot be determined whether the shift lever is in the intermediate position or whether the on signal is not output due to a sensor failure. Therefore, in the hybrid vehicle of this embodiment, when an abnormality occurs in the sensor 167a that outputs an analog signal, the position is not determined only by the sensor 167b that outputs an on / off signal. In this way, even when an abnormality that cannot determine the shift position occurs, there is a possibility that a further abnormality may occur along with the abnormality that has occurred, as in the case where an abnormality has occurred in both of the accelerator sensors described above. In consideration of this, it is desirable to ensure the driving performance as much as possible and enable the retreat behavior. Of course, when the shift position sensor is composed of two sensors each capable of detecting the position independently, such as the accelerator sensor described above, when an abnormality occurs in one of the sensors, the other normal sensor is replaced. It is also possible to use the position to determine the position and limit the output to continue running.

(5-3) When the motor current sensor is abnormal:
The motor MG2 is mechanically connected to the axle as described above, and can directly apply a driving force to the axle. This motor MG2 is a three-phase synchronous motor, which forms a predetermined magnetic field by flowing a predetermined current through a three-phase coil provided in each stator, and rotates by interaction with a magnetic field by a permanent magnet provided in the rotor. To drive. As described above, the motor main control CPU 262 supplies the current request value I2req to the second motor control CPU 266 in accordance with the torque request value T2req related to the motor MG2 given from the master control CPU 272. The second motor control CPU 266 controls the drive circuit 192 in accordance with the current request value I2req, passes a predetermined current through the three-phase coil of the motor MG2, and drives the motor MG2. Here, the drive circuit 192 is provided with a current sensor for measuring a current value flowing through each three-phase coil, and the measured actual current value I2det is supplied to the second motor control CPU 266 (FIG. 2). In this way, the second motor control CPU 266 feeds back the actually measured value of the current value that has actually flown through the three-phase coil and corrects the amount of deviation between the current value to be passed and the current value that has actually flowed. Do.

  Here, when an abnormality is detected in the current sensor provided in the drive circuit 192, in the hybrid vehicle of the present embodiment, control is performed to correct the current value flowing through the three-phase coil using the current value measured by the current sensor. Is stopped and the predetermined warning described above is given to the driver. The detection of the abnormality in the current sensor is, for example, the signal pattern for the second motor control CPU 266 that does not normally appear if the sensor is normal, as in the case of the abnormality detection in the accelerator sensor described above. It is possible to determine that an abnormality has occurred when the output signal from the current sensor matches the stored abnormality pattern.

  When an abnormality is detected in the current sensor in this way, it is impossible to perform control to feed back the actual value of the current flowing through the three-phase coil of the motor MG2 as described above. Therefore, after an abnormality occurs in the current sensor, the drive circuit 192 is only unilaterally controlled according to the current request value I2req, and a deviation occurs between the requested current value and the actually flowing current value. If it is, continue driving.

  The abnormality of the current sensor does not directly impair the output of power from the power generation device. Therefore, when performing the above-described control without feedback of the actually flowing current value, it is possible to control the drive circuit 192 according to the current request value I2req calculated in the same manner as in the normal state. The output is limited more than in the normal state by controlling the electric power taken out from the battery 194 to drive the motor MG2 lower than in the normal state (for example, 80% in the normal state). Even when the current sensor is abnormal, the output may be limited by setting the maximum vehicle speed in the same way as when the accelerator sensor is abnormal. However, the current sensor abnormality is less likely to cause another abnormality. Because it is abnormal (because the accuracy of control of MG2 is impaired, there is a possibility that it may cause further abnormality immediately though there is a risk of a slight decrease in energy efficiency and a slight deterioration in responsiveness to operations related to vehicle driving. In the hybrid vehicle of this embodiment, the maximum vehicle speed is not limited as described above, and acceleration is performed by limiting the output power from the battery 194 to the motor MG2. The performance is slightly reduced. Further, by suppressing the electric power taken out from the battery 194 to drive the motor MG2 in this way, the undesired amount of current is generated when an abnormality occurs that impairs the accuracy of control of the MG2. The supply to MG2 is suppressed.

  Therefore, according to the hybrid vehicle of this embodiment, even when an abnormality is detected in the current sensor, it is possible to ensure a sufficient traveling performance and take a retreat action according to the type of abnormality that has occurred. Further, by suppressing the output power amount from the battery 194 to the motor MG2 and slightly reducing the acceleration performance, sufficient safety is ensured when the accuracy of the drive signal to the motor MG2 is reduced.

  As described above, the abnormality of the current sensor is an abnormality that is unlikely to cause further abnormality due to this abnormality. Therefore, the limitation on the acceleration performance is performed without limiting the maximum vehicle speed. In order to prevent the vehicle from continuing to travel more than necessary in a state where the occurrence of the problem occurs, the output may be further limited step by step. For example, as in the above-described embodiments, the maximum vehicle speed may be set in a stepwise manner after a predetermined time has elapsed since the abnormality of the current sensor was detected, or after traveling a predetermined distance.

(5-4) When battery voltage signal is abnormal:
The circuit that supplies power from the battery 194 to the drive circuits 191 and 192 is provided with a voltage sensor that detects the output voltage value VB of the battery 194, and the detected voltage value VB is the master voltage as described above. It is supplied to the control CPU 272 and the motor main control CPU 262. The master control CPU 272 uses the output voltage value VB when determining control amounts such as the rotational speed and torque distribution of the engine 150 and the motors MG1 and MG2. The motor main control CPU 262 determines current request values I1req and I2req to be supplied to the two motor control CPUs 264 and 266, respectively, according to the torque request values T1req and T2req related to the motors MG1 and MG2 given from the master control CPU 272. In this case, the output voltage value VB is used. Thus, output voltage value VB supplied to master control CPU 272 and motor main control CPU 262 is used for control to drive motors MG1, MG2.

  Here, when an abnormality is detected in the signal of the output voltage value VB of the battery 194, the hybrid vehicle of the present embodiment stops the control using the voltage value detected by the voltage sensor, and also notifies the driver. The predetermined warning described above is performed. For detection of signal abnormality of the output voltage value VB, for example, a signal pattern that does not normally appear if the sensor is normal is provided for the master control CPU 272 in the same manner as detection of abnormality in the accelerator sensor described above. It can be determined that an abnormality has occurred when a signal relating to the output voltage value VB is stored in advance in a ROM (not shown) and matches the stored abnormality pattern.

  When the signal abnormality of the output voltage value VB is detected, the master control CPU 272 and the motor main control CPU 262 measure the output voltage of the battery 194 when determining the control amounts of the engine 150 and the motors MG1 and MG2 as described above. The value cannot be used. Therefore, when a signal abnormality of the output voltage value VB is detected, the master control CPU 272 calculates an estimated value of the output voltage value of the battery 194 and uses this estimated value instead of the actually measured value to determine the control amount. At the same time, this estimated value is supplied to the motor main control CPU 262 to be used for determining the current request values I1req and I2req so that the vehicle can continue running.

  The estimated value of the output voltage value of the battery 194 is obtained based on the electric energy balance formula in the hybrid vehicle. Since the amount of power output from the battery 194 is equal to the amount of power consumed by each unit that receives the supply of power from the battery 194 in the hybrid vehicle, the following equation (4) holds.

Output current (IB) x output voltage (VB)
= MG1 power consumption + MG2 power consumption + power control circuit power consumption (4)

  The power supplied from the battery 194 is received by the MG1 and MG2 and each circuit in the main ECU 210 to which the reduced power is supplied via the power supply control circuit 274. The amount of power consumed in motors MG1 and MG2 can be obtained by multiplying the torque output from motors MG1 and MG2 and the rotation speed of motors MG1 and MG2, respectively. When the master control CPU 272 actually calculates the amount of power consumption, the motor demands T1req and T2req related to the motors MG1 and MG2 given from the master control CPU 272 to the motor main control CPU 262 and the rotational speed sensors of the motors MG1 and MG2 are used. It can be obtained as the product of the rotation speeds REV1 and REV2 fed back via the main control CPU 262. Further, the power consumption through the power supply control circuit 274 is stepped down and supplied to each circuit as a voltage value predetermined as a voltage value to be stepped down by the power supply control circuit 274 (12 V in the hybrid vehicle of this embodiment). It can be calculated as a product of a current value detected by a predetermined current sensor (not shown) provided in the power supply control circuit 274 to measure the current value.

  The output current value IB from the battery 194 is input to the master control CPU 272 as described above. In FIG. 2, the description of the output from the battery 194 to the power supply control circuit 274 is omitted, but the output current value IB detected by a predetermined current sensor is not limited to the drive circuits 191 and 192. The total output current value from the battery 194 including the power supplied to the H.274. The master control CPU 272 calculates an estimated value of the output voltage value from the above values and the above equation (4), and determines the control amount of the motors MG1, MG2, etc. using this estimated voltage value.

  Such abnormality of the voltage sensor does not directly impair the operation of the power output from the power generation device. Therefore, even when the control is performed using the estimated value of the output voltage value described above, it is possible to perform the same control as normal without limiting the output. As in the case of the sensor abnormality, the output is limited more than in the normal state by performing control to suppress the electric power taken out from the battery 194 to drive the motor MG2 lower than in the normal state. In addition, even when the voltage sensor is abnormal, it is possible to limit the output by setting the maximum vehicle speed, as in the case of the accelerator sensor described above. However, the abnormality of the voltage sensor is directly related to another abnormality. (The estimated value is inferior to the actually measured value and the accuracy of the control of the motors MG1 and MG2 is impaired. Therefore, the energy efficiency is slightly lowered and the reactivity to the operation related to the vehicle running is reduced. Although there is a possibility of slight deterioration, it is considered that the possibility of causing further abnormality immediately is not so large). Therefore, in the hybrid vehicle of this embodiment, such a maximum vehicle speed limit is not provided, and the battery 194 to the motor MG2 are not provided. Acceleration performance is slightly reduced by limiting the output to reduce the amount of output power.

  Therefore, according to the hybrid vehicle of the present embodiment, even when an abnormality is detected in the voltage sensor, it is possible to ensure a sufficient traveling performance and take a retreat action according to the type of abnormality that has occurred. . Further, by suppressing the output power amount from the battery 194 to the motor MG2 and reducing the acceleration performance, the safety when the accuracy of the drive signal to the motors MG1 and MG2 is reduced is sufficiently ensured.

  In addition, as described above, the abnormality of the voltage sensor is an abnormality that is unlikely to cause further abnormality due to this abnormality. Therefore, the limitation on the acceleration performance is limited without limiting the maximum vehicle speed. In order to prevent the vehicle from continuing to travel more than necessary in a state where the occurrence of the problem occurs, the output may be further limited step by step. For example, as in the above-described embodiment, the maximum vehicle speed may be set in a stepwise manner after a predetermined time has elapsed since the abnormality of the voltage sensor was detected, or after traveling a predetermined distance.

(5-5) Engine system abnormality:
In the hybrid vehicle of this embodiment, even when an abnormality occurs in engine 150 or engine ECU 240 and power cannot be output from engine 150, motor MG2 is driven using the electric power stored in battery 194. By doing so, the vehicle can continue to travel. As described above, in a state where no power is output from the engine 150, the traveling performance is subjected to a predetermined restriction as compared with the normal time. In addition, when an abnormality occurs in the engine 150, the vehicle cannot travel if the energy stored in the battery 194 is consumed when the abnormality occurs. Therefore, in the hybrid vehicle of this embodiment, when an abnormality occurs in the engine 150 and the traveling is continued using only the battery 194 as an energy source, the acceleration from the driver is performed while the remaining capacity (SOC) of the battery 194 is high. Ensures a certain level of driving performance according to demands and enables necessary evacuation behavior. After the remaining capacity has dropped below a certain amount, limit the output (vehicle speed limitation) to extend the cruising range as much as possible. Do.

  The occurrence of an abnormality in engine 150 is detected by engine ECU 240 based on detection signal patterns input from various sensors provided in engine 150 and the like. When an abnormality occurs, engine ECU 240 outputs an abnormality detection signal to master control CPU 272 to notify the occurrence of the abnormality, and stops operation of engine 150.

  FIG. 13 is a flowchart showing an engine abnormality processing routine. This routine is executed by the master control CPU 272 every predetermined time. When this routine is executed, the master control CPU 272 first refers to the EEPROM 282 (FIG. 4) in the abnormality history registration circuit 280 to determine whether or not a history relating to the occurrence of abnormality is registered (step). S200). As will be described later, even when an abnormality is detected in the engine 150, information relating to the occurrence of the abnormality is registered in the EEPROM 282 (FIG. 4) in the abnormality history registration circuit 280. Therefore, by referring to the EEPROM 282 in the abnormality history registration circuit 280, it can be known whether or not an abnormality has already occurred in the engine 150. Alternatively, the occurrence of an abnormality may be stored in a ROM (not shown) for the master control CPU 272 separately from the EEPROM 282 in the abnormality history registration circuit 280 and referred to.

  When the occurrence of an abnormality is not stored in the EEPROM 282 in the abnormality history registration circuit 280, it is determined whether an abnormality has occurred in the engine 150 based on whether or not an abnormality detection signal is input from the engine ECU 240 (step S210). When abnormality of engine 150 is detected in step S210, master control CPU 272 switches control to use only the power output from motor MG2 without using engine 150 as the driving force of the vehicle, and sets the maximum vehicle speed to 100 km / h. Set to. In addition, the fact that an abnormality has occurred in the engine 150 is stored in the EEPROM 282 in the abnormality history registration circuit 280, and in order to notify the driver of the occurrence of the abnormality, the aforementioned display, sound, or artificially generated vibration Or the like (step S220).

  When the engine 150 is stopped and the vehicle travels using only the power from the motor MG2, the torque request value to be output from the axle is determined based on the vehicle speed and the accelerator opening at that time, as in the normal state. However, when performing the control to stop the engine 150, the control amount such as the number of revolutions of the engine 150 and the motors MG1 and MG2 and the torque distribution is determined, and instead of supplying various required values to each CPU and ECU. Control is performed to output all torque request values by the motor MG2. As described above, when a desired driving force is generated using the motor MG2, the driving force can be output within the range of the capability of the motor MG2. However, in the hybrid vehicle of the present embodiment, the sun gear 121 included in the planetary gear described above is provided. Due to this mechanical limit, the maximum vehicle speed is limited to 100 km / h when the engine 150 is stopped. The vehicle speed limitation due to the mechanical limit of the sun gear 121 will be described in detail later. When the maximum vehicle speed is set in this way, acceleration of the vehicle is prohibited after the vehicle speed reaches this maximum vehicle speed. That is, after the vehicle speed reaches the maximum vehicle speed, torque output from the MG 2 is prohibited regardless of the accelerator opening.

  Next, master control CPU 272 reads the remaining capacity (SOC) of battery 194 (step S230). The SOC of the battery 194 is calculated by the battery ECU 230 integrating the amount of electric power input / output to / from the battery 194 over time, and the master control CPU 272 calculates the SOC value obtained by integrating from the battery ECU 230 in this way. Enter.

  When the remaining capacity of the battery 194 is read, it is next determined whether or not the remaining capacity is 80% or more (step S240). When the remaining capacity is 80% or more, the processes at step S230 and step S240 are repeated until the remaining capacity becomes less than 80%, and the control with the maximum vehicle speed set to 100 km / h is continued. If it is determined in step S240 that the remaining capacity is less than 80%, the maximum vehicle speed setting is changed to 60 km / h (step S250).

  Next, the remaining capacity of the battery 194 is read again (step S260), and it is determined whether the remaining capacity is 70% or more (step S270). When the remaining capacity is 70% or more, the processes at step S260 and step S270 are repeated until the remaining capacity becomes less than 70%, and the control with the maximum vehicle speed set to 60 km / h is continued. If it is determined in step S270 that the remaining capacity is less than 70%, the maximum vehicle speed setting is changed to 45 km / h (step S280).

  Next, the remaining capacity of the battery 194 is read again (step S290), and it is determined whether the remaining capacity is 50% or more (step S300). When the remaining capacity is 50% or more, the processes of step S290 and step S300 are repeated until the remaining capacity becomes less than 50%, and the control with the maximum vehicle speed set to 45 km / h is continued. If it is determined in step S300 that the remaining capacity is less than 50%, the maximum vehicle speed setting is changed to 20 km / h (step S280), and this routine is terminated.

  In this routine, when no abnormality is detected in the battery 194 in step S210, this routine is terminated as it is. If it is determined in step S200 that the abnormality of the battery 194 is stored, the control for stopping the engine and obtaining the driving force by MG2 is continued, and the control for setting the maximum vehicle speed to 20 km / h is continued. (Step S320), and this routine ends.

  Here, the vehicle speed limitation due to the mechanical limit of the sun gear 121 described above will be described. In the planetary gear 120, among the three rotation shafts included therein, the planetary carrier shaft 127, the sun gear shaft 125, and the ring gear shaft 126, the rotation speed of two rotation shafts and the torque of one rotation shaft (hereinafter referred to as rotation on a predetermined rotation shaft). When the rotation state is determined by combining the number and the torque, the rotation state of all the rotation shafts is determined. The relationship that holds between the rotational speeds of these three rotating shafts has already been shown in equation (1), and the relationship between the torques on these three rotating shafts has already been shown in equations (2) and (3). As described above, the relationship between the rotational states of the respective rotating shafts can be obtained by a well-known calculation formula in terms of mechanism, but can also be obtained geometrically by a diagram called a collinear diagram.

  FIG. 14 shows an example of an alignment chart. The vertical axis indicates the number of rotations of each rotation axis. The horizontal axis represents the gear ratio of each gear in a distance relationship. The sun gear shaft 125 (S in FIG. 14) and the ring gear shaft 126 (R in FIG. 14) are taken at both ends, and a position C that internally divides the position S and the position R into 1: ρ is a planetary carrier shaft 127. The position of As described above, ρ is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122. The rotational speeds Ns, Nc, Nr of the rotation shafts of the respective gears are plotted with respect to the positions S, C, R defined on the horizontal axis in this way. The planetary gear 120 has the property that the three points plotted in this way are always aligned. This straight line is called an operation collinear line. Since a straight line is uniquely determined when two points are determined, by using this motion collinear line, the number of rotations of two rotation axes of the three rotation axes is used to determine the remaining one rotation axis. The number of revolutions can be determined. As described above, the crankshaft 156 of the engine 150 is coupled to the planetary carrier shaft 127, the rotor 132 of the motor MG1 is coupled to the sun gear shaft 125, and the rotor 142 of the motor MG2 is coupled to the axle. It is coupled to a mechanically coupled ring gear shaft 126, and the rotational speed of each rotational shaft corresponds to the rotational speed of engine 150 and motors MG1, MG2, respectively.

  The collinear diagram of FIG. 14 corresponds to a state where the vehicle is running by stopping the engine 150 and driving the motor MG2. When the engine 150 is stopped, the rotational speed (Nc) of the planetary carrier shaft 127 becomes 0, and the ring gear shaft 126 coupled to the motor MG2 that outputs a predetermined driving amount rotates at the rotational speed (Nr) corresponding to the vehicle speed. The sun gear shaft 125 coupled to the motor MG1 that does not output torque rotates at a rotation speed (Ns) determined by the rotation speeds of the two rotation shafts. Thus, when the engine 150 is stopped and the rotational speed of the planetary carrier shaft 127 is 0, the sun gear is increased as the vehicle speed increases and the rotational speed of the motor MG2 (that is, the rotational speed Nr of the ring gear shaft 126) increases. The rotational speed Ns of the shaft 125 also increases. Each gear constituting the planetary gear 120 has an upper limit of the rotational speed due to a problem of mechanical strength. In the hybrid vehicle of the present embodiment, in the state where the engine 150 is stopped and the motor MG2 is driven as described above, before the rotational speed of the motor MG2 that drives the vehicle reaches the limit of the capability of the motor MG2, The rotational speed Ns of the sun gear shaft 125 reaches the mechanical limit of the sun gear shaft 125. In the hybrid vehicle of this embodiment, the vehicle speed corresponding to the limit value of the rotational speed Nr of the ring gear shaft 126 that is set so that the rotational speed Ns of the sun gear shaft 125 does not exceed the limit when the engine 150 is stopped. In step S220 of the engine abnormality processing routine of FIG. 13, when changing the control to stop the engine 150, the maximum vehicle speed is set to 100 km / h.

  According to the hybrid vehicle of the present embodiment configured as described above, when an abnormality occurs in the engine 150, traveling is continued using the motor MG2 while setting the maximum vehicle speed according to the limit due to the mechanical strength of the gear. Therefore, even when an abnormality is detected in the engine 150, it is possible to ensure a sufficient traveling performance and take a retreat action according to the type of abnormality that has occurred. That is, it is possible to take a sufficient evacuation action even when traveling at a high speed when an abnormality occurs, and to improve the safety of the vehicle by setting the maximum vehicle speed.

  Further, as described above, when the engine 150 is abnormal, the vehicle can travel only within the range of the amount of energy stored in the battery 194. Therefore, in the hybrid vehicle of this embodiment, the remaining capacity is reduced. The output is limited (the maximum vehicle speed setting is strict), and the distance traveled during the evacuation action is secured. In the event of an abnormality, safety is ensured when shifting to retreat behavior at high speeds by ensuring a certain level of driving performance, but after that, it gradually occurs to the driver by gradually reducing the driving performance. As a result, it is possible to promptly cope with the abnormalities and secure a travel distance for moving to a safe place. Finally, by setting the maximum vehicle speed to 20 km / h, the performance of moving the vehicle is ensured as long as energy remains in the battery 194. As described above, the abnormality in the engine 150 is an abnormality in which the vehicle can no longer move (when the remaining capacity of the battery 194 is exhausted), so that sufficient traveling performance is ensured immediately after the abnormality occurs. As shown in FIG. 3D, the travel performance is gradually reduced, and the travel performance is sufficiently suppressed, and a travelable distance for moving to a safe place is as much as possible.

  In the engine abnormality processing routine shown in FIG. 13, it is determined whether or not the remaining capacity (SOC) of the battery 194 has reached a predetermined value (80%, 70%, 50%, etc.), and the predetermined maximum vehicle speed is determined. (60km / h, 45km / h, 20km / h, etc.) are set. These reference SOC values and maximum vehicle speed values to be set are not limited to the values shown in FIG. 13, but various values are appropriately set in various stages according to the running performance allowed for the vehicle. can do. By gradually tightening the limit on the maximum vehicle speed as the remaining capacity decreases, the predetermined effect described above can be obtained.

  Further, in the above embodiment, when an abnormality of the engine 150 is detected, the maximum vehicle speed is set by the limitation due to the mechanical strength of the sun gear 121, but a vehicle speed lower than the vehicle speed determined by the limitation due to the mechanical strength is abnormal. It may be set as the maximum vehicle speed when it occurs. Of course, when the gear capability and the motor capability are sufficient and the vehicle can travel at a higher speed, the maximum vehicle speed may be set in accordance with the vehicle speed at the time of occurrence of an abnormality, as in the case of an accelerator sensor abnormality. As a result, it is possible to ensure the running performance for taking the evacuation action when an abnormality occurs and to suppress undesired energy consumption.

  Alternatively, in the above embodiment, the output limit (maximum vehicle speed limit) is set to be stricter in a stepwise manner according to the remaining capacity of the battery 194. Similarly to when the accelerator sensor is abnormal, the elapsed time after the occurrence of the abnormality and the travel distance may be considered.

  In the above embodiment, when an abnormality is detected, the maximum vehicle speed is set to 100 km / h regardless of the vehicle speed at the time of abnormality detection. However, the maximum vehicle speed should be set according to the vehicle speed at the time of occurrence of the abnormality. It is also good. Even with such a configuration, it is possible to enable safer retreat behavior by ensuring sufficient running performance when an abnormality occurs.

  The operation at the time of occurrence of various abnormalities has been described above. However, in the hybrid vehicle of the present embodiment, various other abnormalities may occur. For example, there is a possibility that an abnormality occurs in sensors other than the sensors described above, an abnormality occurs in each ECU included in the hybrid vehicle, an abnormality occurs in communication between the ECU and the CPU, and an abnormality occurs in the battery 194 and the motor. However, by applying the present invention, it is possible to secure an output that enables a retreat action according to the type of each abnormality. If the abnormality that has occurred is an abnormality that does not directly impair the operation of the power generation device, safety can be ensured by limiting the output by setting the maximum vehicle speed according to the type of abnormality that has occurred. . Also, if the abnormality that has occurred is an abnormality that directly affects the operation of the power generation device, change to control that does not use the part that caused the abnormality. Can be used for the evacuation action by using the remaining normal functions while ensuring the safety of driving by suppressing the output as a result of such a change in control. Ensure as much driving performance as possible. In addition, after switching the control in the event of an abnormality in this way and reducing the driving performance according to the type of abnormality, the driving performance is further reduced step by step so that the vehicle runs more than necessary in the state where the abnormality has occurred. Can be suppressed and safety can be improved. Furthermore, when the output is limited when an abnormality occurs, it is desirable to change the response according to the traveling state of the vehicle. For example, immediately after the occurrence of an abnormality, it is possible to improve the safety when taking a retreat action during high-speed running by ensuring the running performance exceeding the output limit to be set.

  Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and it is needless to say that the present invention can be implemented in various modes without departing from the gist of the present invention.

It is explanatory drawing which shows the whole structure of the hybrid vehicle as 1st Example of this invention. 2 is a block diagram showing a more detailed configuration of a control system 200. FIG. It is explanatory drawing which represents notably the mode of the output characteristic in each control performed when various abnormality arises. It is a block diagram which shows the circuit structure relevant to the process of the output signal of an accelerator sensor. It is a graph which shows the characteristic of two sensors of the accelerator sensor 165. FIG. It is explanatory drawing which shows abnormal event # 1 of an accelerator sensor. It is explanatory drawing which shows abnormal event # 2 of an accelerator sensor. It is explanatory drawing which shows abnormal event # 3 of an accelerator sensor. It is explanatory drawing which shows abnormal event # 4 of an accelerator sensor. It is explanatory drawing which shows abnormal event # 5 of an accelerator sensor. It is a flowchart showing an accelerator sensor abnormality processing routine. It is explanatory drawing showing the mode of the signal output from the shift position sensor 167. FIG. It is a flowchart showing an engine abnormality processing routine. It is an alignment chart explaining the principle of operation of the power generator of an example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 112 ... Axle 114 ... Differential gear 116R, 116L ... Wheel 119 ... Case 120 ... Planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Planetary pinion gear 124 ... Planetary carrier 125 ... Sun gear shaft 126 ... Ring gear shaft 127 ... Planetary carrier shaft 129 ... Chain belt 130 ... Damper 131, 141 ... Three-phase coil 132, 142 ... Rotor 133, 143 ... Stator 144 ... Speed sensor 149 ... Battery 150 ... Engine 156 ... Crankshaft 163 ... Brake sensor 165 ... Accelerator sensor 165a, 165b ... Accelerator sensor 167 ... Shift position sensor 167a, 167b ... Sensor 191, 192 ... Drive circuit 194 ... Battery 196 ... Battery sensor 200 ... Control System 210 ... main ECU
212, 214 ... Bidirectional communication wiring 220 ... Brake ECU
230 ... Battery ECU
240 ... Engine ECU
260 ... motor control unit 262 ... motor main control CPU
264: First motor control CPU
266 ... Second motor control CPU
270: Master control unit 272: Master control CPU
272a ... Abnormality detection unit 272b ... Control input determination unit 274 ... Power supply control circuit 280 ... Abnormality history registration circuit 282 ... EEPROM
MG1, MG2 ... motor

Claims (6)

An operation control device that is mounted on a vehicle and controls a running state of the vehicle,
An instruction means for outputting an instruction signal for transmitting a request to increase the driving force output from the axle of the vehicle;
Control means for controlling the power generation device mounted on the vehicle to generate the driving force of the vehicle so that the driving force changes according to an instruction signal from the instruction means;
An abnormality detecting means for detecting a specific type of abnormality in the vehicle;
Control that, when the abnormality is detected, changes the control executed by the control means to abnormality detection time control corresponding to the detected abnormality type among a plurality of preset abnormality detection time control. Change means and
At least one of the plurality of abnormality detection time control said preset, the abnormality on the basis of the run Gyo距away from detection, sets a limit value for limiting the driving force of the vehicle stepwise In addition, when the driving force generated by the power generation device is within the range of the set limit value, the input request for increasing the driving force is transmitted in the same manner as when the abnormality is not detected. An operation control device that is a control that changes the driving force in response to an instruction signal from an instruction means. The operation control device according to claim 1,
A plurality of detection means for detecting a specific displacement amount related to the vehicle;
The operation control apparatus, wherein the abnormality corresponding to the abnormality detection control that limits the driving force of the vehicle stepwise is an abnormality that occurs in a part of the plurality of detection means. An operation control device that is mounted on a vehicle and controls a running state of the vehicle,
Control means for performing control for driving a power generation device mounted on the vehicle and generating a driving force of the vehicle;
An abnormality detection means for detecting a specific type of abnormality in the vehicle,
The control means includes
When the abnormality detecting means detects the abnormality, the abnormality on the basis of the run Gyo距away from being detected comprises a limiting means for setting a limit value for limiting the driving force stepwise,
When the abnormality detection means detects the abnormality, and the driving force generated by the power generation device is within the set limit value, the same as when the abnormality is not detected. An operation control device that performs normal control in response to a request from the driver of the vehicle. The operation control device according to claim 3,
A plurality of detection means for detecting a specific displacement amount related to the vehicle;
The specific type of abnormality is an abnormality occurring in a part of the plurality of detection means.   A vehicle equipped with the operation control device according to claim 1. An operation control method for controlling a running state of a vehicle,
(A) performing a control for driving a power generation device mounted on the vehicle and generating a driving force of the vehicle;
(B) detecting a specific type of abnormality in the vehicle;
With
The step (a) detects the abnormality in step (b), the abnormality is based on the run Gyo距away from detection, sets a limit value for limiting the driving force of the vehicle stepwise In addition, when the driving force generated by the power generation device is within the set limit value, the normal response to the request of the driver of the vehicle is the same as when the abnormality is not detected. An operation control method comprising a step of performing control.

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