JP4983635B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND VEHICLE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly respond to a failure of an electric storage device, in a power output device having the electric storage device exchanging electric power with electric motors to input/output power to a driving axle or a power generator connected to an internal combustion engine. <P>SOLUTION: When the number of start-up operations n during stop is less than a threshold value nref when a failure occurs in a battery during engine stop (S130, S140), the engine is started (S150), a system main relay is turned off to cut off the battery from an inverter for driving two motors (S170), and the engine and the two motors are controlled such that required torque Tr* is output to the driving axle (S180-S230). When the number n is equal to the threshold value nref or above at the failure during the stop (S130, S140), the engine is not started, driving of the two motors is stopped, and the system main relay is turned off (S240, S250). <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, this type of power output device includes an engine, a planetary gear mechanism connected to the crankshaft and the drive shaft of the engine, a first motor (MG1) connected to the planetary gear mechanism, and a drive shaft. A device including a connected second motor (MG2) and a battery that exchanges electric power with the motors MG1 and MG2 has been proposed (for example, see Patent Document 1). In this apparatus, when the drive of the motor MG2 is limited while torque is being output to the drive shaft in a state where charging / discharging of the battery is prohibited, the engine operation is stopped and the motors MG1 and MG2 are driven. Is stopped, the other devices connected to the power system connected to the motors MG1, MG2 via the inverter are prevented from being damaged.
JP 2007-196733 A

  In such a power output device, when an abnormality occurs in the battery while the engine is stopped and only the power from the motor is output to the drive shaft, the engine as a power source is used to continue a certain amount of travel. Need to start. It is also desirable to prevent the battery from being charged / discharged as much as possible in order to prevent damage when the battery is abnormal.

  The power output device, the control method thereof, and the vehicle according to the present invention include a power generation device connected to an internal combustion engine and a power storage device that exchanges power with a motor that inputs and outputs power to a drive shaft. The main purpose is to deal more appropriately when it occurs.

  The power output apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve the main object described above.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means for motoring the internal combustion engine and generating electric power using at least part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the power generation means and the electric motor,
When the operation of the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times is less than a predetermined number, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started. After the internal combustion engine is started, the drive shaft is requested without charging / discharging the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on the required driving force is output to the drive shaft, and the number of times of start during abnormalities during stoppage is greater than or equal to the predetermined number of times during abnormalities during stoppage. Control means that sometimes does not start the internal combustion engine;
It is a summary to provide.

  In the power output device of the present invention, when the operation of the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times of start during the middle abnormality is less than a predetermined number, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started, and after the internal combustion engine is started, the required driving force is obtained without charging / discharging the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that the driving force based on them is output to the drive shaft. As a result, power can be output to the drive shaft and charging / discharging of the power storage means can be suppressed after the internal combustion engine is started. On the other hand, the internal combustion engine is not started when the number of times of start during stoppage abnormality is equal to or greater than a predetermined number of times during stoppage abnormality. As a result, charging and discharging of the power storage means can be further suppressed, and further abnormality in the power storage means can be suppressed. From these, it can be said that it is possible to cope more appropriately with an abnormality during stoppage in accordance with the number of times of start-up during an abnormality during stoppage.

  In such a power output apparatus of the present invention, the control means is means for holding the number of times of abnormal start during stop when the internal combustion engine is started at a normal time when it is not determined that an abnormality has occurred in the power storage means. It can also be.

  Further, in the power output apparatus of the present invention, the control means is means for controlling the electric motor so that the electric motor is stopped when the number of times of start during abnormalities during the stop is equal to or greater than the predetermined number. It can also be.

  Further, the power output apparatus of the present invention further comprises connection release means for connecting and releasing the connection between the drive circuit for the power generation means and the drive circuit for the electric motor and the power storage means, and the control means includes the abnormalities during stoppage. Sometimes the connection release is performed so that the drive circuit of the power generation means and the drive circuit of the electric motor and the power storage means are released without starting the internal combustion engine when the number of times of abnormal start during the stop is equal to or greater than the predetermined number of times. It can also be a means for controlling the means. In this way, it is possible to avoid more reliably suppressing charging / discharging of the power storage means. In this case, the control means includes a drive circuit for the power generation means, a drive circuit for the electric motor, and the power storage means after the internal combustion engine is started when the number of times of start during abnormalities during the stop is less than the predetermined number. It is also possible to control the connection release means so that the connection with the device is released.

  Alternatively, in the power output apparatus of the present invention, the control means may be means for notifying the driver of the determination when it is determined that an abnormality has occurred in the power storage means. it can.

  In addition, in the power output apparatus of the present invention, the power generation means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Accordingly, it may be an electric power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft. In this case, the power power input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and any one of the three axes. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft.

  The vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to a drive shaft, and includes an internal combustion engine and the internal combustion engine as a motor. A power generation means for generating power using at least part of the power from the internal combustion engine, a motor capable of outputting power to the drive shaft, and a power storage means capable of exchanging power with the power generation means and the motor. , The number of times of start-up during an abnormality during stoppage that is the number of times of start-up of the internal combustion engine at the time of abnormality during stoppage when it is determined that an abnormality has occurred in the power storage means while the operation of the internal combustion engine is stopped When the engine is less than the predetermined number of times, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started, and after the internal combustion engine is started, the power storage means is not charged and discharged. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on a required driving force required for the shaft is output to the driving shaft, and the number of times of start during abnormalities during the stop is the A gist is that a power output device including a control means that does not start the internal combustion engine when the number of times is more than a predetermined number is mounted, and an axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect of the power output device according to the present invention, for example, depending on the number of start during abnormalities during stoppage when there is an abnormality during stoppage. Thus, it is possible to achieve the same effects as the effects that can be dealt with more appropriately.

The control method of the power output device of the present invention is:
An internal combustion engine, a power generation means for motoring the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the power generation means, the electric motor and electric power A method of controlling a power output device comprising:
When the operation of the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times is less than a predetermined number, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started. After the internal combustion engine is started, the drive shaft is requested without charging / discharging the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on the required driving force is output to the drive shaft, and the number of times of start during abnormalities during stoppage is greater than or equal to the predetermined number of times during abnormalities during stoppage. Sometimes do not start the internal combustion engine,
It is characterized by that.

  In this power output device control method of the present invention, when the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times of abnormal start during stop is less than a predetermined number of times, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started, and after the internal combustion engine is started, the charging means is not charged / discharged. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on the driving force is output to the drive shaft. As a result, power can be output to the drive shaft and charging / discharging of the power storage means can be suppressed after the internal combustion engine is started. On the other hand, the internal combustion engine is not started when the number of times of start during stoppage abnormality is equal to or greater than a predetermined number of times during stoppage abnormality. As a result, charging and discharging of the power storage means can be further suppressed, and further abnormality in the power storage means can be suppressed. From these, it can be said that it is possible to cope more appropriately with an abnormality during stoppage in accordance with the number of times of start-up during an abnormality during stoppage.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and motors MG1 and MG2 are driven. Inverters 41 and 42 as drive circuits, a chargeable / dischargeable battery 50, a system main relay 56 interposed between the battery 50 and the inverters 41 and 42, and a hybrid electronic control unit 70 for controlling the entire power output apparatus. With.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 via the system main relay 56 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and is one of the motors MG 1 and MG 2. The electric power generated can be consumed by another motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. A smoothing capacitor 57 is connected to the power line 54. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as a lithium ion battery and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the voltage of the smoothing capacitor 57 from the voltage sensor 57a (hereinafter referred to as capacitor) Vc) (referred to as voltage) is input via the input port. From the hybrid electronic control unit 70, a drive signal to the system main relay 56, a lighting signal to the warning lamp 89, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position).

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when it is determined that an abnormality has occurred in the battery 50 will be described. FIG. 2 is a flowchart showing an example of an abnormality determination time control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed after it is determined that an abnormality has occurred in the battery 50. In the embodiment, whether or not an abnormality has occurred in the battery 50 is determined by a flag set by an abnormality determination routine (not shown) executed after the ignition is turned on (determined that the battery 50 is normal). The flag is set to 0 when the value is 0 and the value 1 is set when it is determined that an abnormality has occurred in the battery 50) from the battery ECU 52 by communication and the value of the input flag is checked.

  When the abnormality determination time control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first turns on the warning lamp 89 to notify the driver that an abnormality has occurred in the battery 50 (step S100). Then, a process of inputting data necessary for control, such as the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the capacitor voltage Vc from the voltage sensor 57a, is executed (step S110). Based on the opening degree Acc and the vehicle speed V, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b is set as the torque required for the vehicle (step S120). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. In the embodiment, when the shift position SP is in the parking position, such as immediately after the ignition is turned on, a value 0 is set for the required torque Tr *.

  Subsequently, it is determined whether or not the engine 22 has been stopped (step S130). When it is determined that the engine 22 has not been stopped, that is, is operating, the system main relay 56 is turned off and the battery 50 is turned off. Disconnect from the power line 54 (step S170). Hereinafter, a state in which the battery 50 is disconnected from the power line 54 is referred to as a battery cutoff state.

  Then, the target voltage Vc * of the capacitor 57 is set (step S180). Since the target voltage Vc * is determined by the capacitor voltage Vc in the range of torque that can be output from the motors MG1 and MG2, in the embodiment, the target voltage Vc * travels with the battery 50 disconnected from the power line 54 of the inverters 41 and 42. In consideration of the torque range of the motors MG1 and MG2 required for the above, a voltage lower than the withstand voltage of the capacitor 57 is set.

  Next, the target rotational speed Ne * of the engine 22 is set (step S190), and the target torque to be output from the engine 22 by the following equation (1) based on the set target rotational speed Ne * and the current rotational speed Ne. Te * is set (step S200). Here, the target rotational speed Ne * can be set to, for example, 1800 rpm, 2000 rpm, or the like in consideration of a voltage to be applied to the capacitor 57 when traveling with the battery cut off. Expression (1) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (1), “k1” is a proportional term gain, and “k2” is This is the gain of the integral term.

  Te * = k1 (Ne * -Ne) + k2∫ (Ne * -Ne) dt (1)

  Based on the capacitor voltage Vc and the target voltage Vc *, the target power W * to be input / output to / from the capacitor 57 is set by the following equation (2) (step S210), and equations (3) and (4) are The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set by using (Step S220). Here, Expression (2) is a relational expression in feedback control for making the capacitor voltage Vc coincide with the target voltage Vc *. In Expression (2), “k3” is a gain of a proportional term, and “k4” Is the gain of the integral term. Expression (3) is a relationship in which the sum of torques output from the motor MG1 and the motor MG2 to the ring gear shaft 32a serving as a drive shaft is the required torque Tr *, and Expression (4) is a relationship between the motor MG1 and the motor MG2. Therefore, the sum of the power inputted to and outputted from the capacitor 57 becomes the target power W *. In Expression (3), “ρ” indicates the gear ratio of the power distribution and integration mechanism 30, and “Gr” indicates the gear ratio of the reduction gear 35. FIG. 4 shows how torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set. As shown in the figure, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are torques at the intersections of a line satisfying the relationship of the expression (3) and a line satisfying the relationship of the expression (4) (in the figure, T1 and T2 ). FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling in a battery cut-off state. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (3) can be easily derived by using this alignment chart.

W * = k3 (Vc-Vc *) + k4∫ (Vc-Vc *) dt (2)
-Tm1 * / ρ + Tm2 * ・ Gr = Tr * (3)
Tm1 * ・ Nm1 + Tm2 * ・ Nm2 = W * (4)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the abnormality determination time control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. In this case, the engine 22 and the two motors MG1 and MG2 are controlled so that the capacitor voltage Vc approaches the target voltage Vc * and torque corresponding to the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Become. Therefore, even when it is determined that an abnormality has occurred in the battery 50, the required torque Tr * can be output to the ring gear shaft 32a to travel. In addition, at this time, it is possible to suppress the capacitor voltage Vc from being excessively decreased or increased with respect to the target voltage Vc *. Furthermore, since the voltage less than the withstand voltage of the capacitor 57 is set to the target voltage Vc *, the capacitor 57 can be more reliably protected.

  When it is determined in step S130 that the engine 22 has been stopped, a threshold value is set to the number of times n during start-up when the engine 22 is started in a state where it has been determined that an abnormality has occurred in the battery 50 in the past. Compared with nref (step S140). Here, the number of start times n at the time of abnormality during stoppage is reset to the initial value 0 when the battery 50 is repaired or replaced, and the battery 50 has an abnormality regardless of the value of the number of times of abnormality determination start time n. When the engine 22 is started in a state in which it is determined that it has not occurred, the previous value is held. In this embodiment, the number n of times of abnormal start during stop is determined by a non-illustrated non-volatile memory (for example, a flash memory) or an unillustrated power supply electronic device supplied with power from an unillustrated auxiliary battery regardless of the ignition state. Data stored even after the ignition is turned off, such as a RAM of the control unit, is stored in a storage medium capable of being held. The threshold value nref is the number of times that the engine 22 is allowed to start when it is determined that an abnormality has occurred in the battery 50, and is determined by the characteristics of the battery 50 and the like. Now, since the engine 22 is considered to be stopped, if the engine 22 is not started, the ring gear as the drive shaft from the motor MG2 within the capacity of the capacitor 57 after the system main relay 56 is disconnected. Since the power is output to the shaft 32a or the vehicle travels by inertia, it is difficult to continue traveling while outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft. On the other hand, when starting the motor 22 by motoring the engine 22 with the motor MG1, the battery 50 is often charged / discharged due to power generation or power consumption by the motor MG1, but it is determined that an abnormality has occurred in the battery 50. If the battery 50 is frequently charged and discharged, there is a risk that the battery 50 will be further abnormal (for example, damaged). In consideration of these, in the embodiment, it is determined whether or not the engine 22 is allowed to be started by comparing the number of times n of abnormal start during stop in step S140 and the threshold value nref.

  When the number of times n of abnormal start during stop is less than the threshold value nref, it is determined that the engine 22 is allowed to start, and a start command is transmitted to the engine ECU 24 and the motor ECU 40 so that the engine 22 is started (step S150). Receiving the start command, the motor ECU 40 controls the motor MG1 so that torque for motoring the engine 22 is output from the motor MG1. The engine ECU 24 that has received the start command starts ignition control and fuel injection control of the engine 22 when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed Nref or more due to motoring of the engine 22 by the motor MG1. At this time, the motor MG2 is controlled so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Here, since the required torque Tr * takes a relatively short time (for example, about several hundred msec) to start the engine 22, in the embodiment, immediately before the start command is transmitted to the engine ECU 24 and the motor ECU 40. It was assumed that the set value was retained.

  Then, waiting for the start of the engine 22 to be completed (step S155), the value 1 is added to the previous number of times of abnormal start during stop (previous n) to update the number of times n of abnormal start during stop (step S160). Then, the system main relay 56 is turned off (step S170), the processes after steps S180 to S230 are executed, and the abnormality determination time control routine is ended. Thus, even when it is determined that an abnormality has occurred in the battery 50 while the operation of the engine 22 is stopped, the engine 22 is started, and a part of the power output from the engine 22 is transferred to the motor MG1 and the motor MG2. The required torque Tr * can be output to the ring gear shaft 32a with the power-power and power-power conversion of the vehicle. When the engine 22 is started in this way, when this routine is executed after the next time, it is determined in step S130 that the engine 22 has not been stopped, that is, is being operated, and the processing after step S170 is executed.

  On the other hand, when the number of start times n in the abnormal state during stop is equal to or greater than the threshold value nref, it is determined that the engine 22 is not allowed to start, and a drive stop command is issued to stop driving the motors MG1 and MG2 without starting the engine 22. This is transmitted to the ECU 40 (step S240), the system main relay 56 is turned off (step S250), and the abnormality determination time control routine is terminated. Receiving the drive stop command, the motor ECU 40 stops driving the motors MG1 and MG2 (for example, the gates of the inverters 41 and 42 are shut off). That is, traveling is stopped. Thereby, it can suppress that charging / discharging of the battery 50 is performed, and can suppress that abnormality further arises in the battery 50 (for example, damage etc.).

  FIG. 6 is an explanatory diagram schematically showing how the ignition state, the abnormality determination state of the battery 50, the state of the engine 22, and the number of times of starting when there is an abnormality during a stop are changed over time. In the example of FIG. 6, as shown in the figure, at the time t <b> 1 when the abnormality determination of the battery 50 is made in the ignition-on state, the engine 22 is started when the engine 22 is stopped, and the system main relay 56 The battery 50 is disconnected from the power line 54, and thereafter, the engine 22 is driven to output the required torque Tr * to the ring gear shaft 32a as the drive shaft. Thereby, it can drive | work even after the abnormality determination of the battery 50 is made. Then, at the time t2 when the ignition is turned off, the engine 22 is stopped and the abnormality determination of the battery 50 is canceled. Thereafter, when the engine 22 is started in a state where the abnormality determination of the battery 50 is not performed, the engine 22 is started when the abnormality is stopped. The value of the number of times n is held (time t3 to t4), and when the engine 22 is started in a state where the abnormality determination of the battery 50 is made, the number of times n is started when the abnormality is stopped (time t5). Then, when the abnormality determination of the battery 50 is made and the number n of times of abnormal start during stop is equal to or greater than the threshold value nref (time t6), the motors MG1 and MG2 are stopped without starting the engine 22, and the system main The battery 50 is disconnected from the power line 54 by the relay 56. Thereby, it is possible to suppress further abnormality (for example, damage) in the battery 50.

  According to the hybrid vehicle 20 of the embodiment described above, the number of times of starting n during stoppage is determined to be the threshold value nref when it is determined that an abnormality has occurred in the battery 50 while the operation of the engine 22 is stopped. If it is less than the value, the engine 22 is started, the battery 50 is disconnected from the power line 54 by the system main relay 56, and the engine 22 and the two motors MG1, MG2 are output so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Therefore, it is possible to travel even when it is determined that an abnormality has occurred in the battery 50. In addition, when the number of times n during stoppage abnormality is greater than or equal to the threshold value nref at the time of stoppage abnormality, the motors MG1 and MG2 are stopped without starting the engine 22 and the battery 50 is disconnected from the power line 54 by the system main relay 56. Further, it is possible to suppress the occurrence of further abnormality in the battery 50.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started in a state where the abnormality determination of the battery 50 is not performed, the value of the number of times of starting n at the time of abnormality during the stop is held, but the value is reset to 0. Also good.

  In the hybrid vehicle 20 of the embodiment, when it is determined that an abnormality has occurred in the battery 50 while the operation of the engine 22 is stopped, the system main relay 56 is operated regardless of the number of times n of the abnormal start during the stop. However, the system main relay 56 may disconnect the battery 50 from the power line 54 only when the abnormality start number n during stoppage is greater than or equal to the threshold value nref. The battery 50 may not be disconnected from the power line 54 by the system main relay 56 regardless of the number of start times n at the time of abnormality. When the system main relay 56 does not disconnect the battery 50 from the power line 54, a hardware configuration without the system main relay 56 may be employed.

  In the hybrid vehicle 20 of the embodiment, when it is determined that an abnormality has occurred in the battery 50, the warning light 89 is turned on. However, the present invention is not limited to this, for example, a device that informs the driver by voice output, etc. Any device that notifies the driver that an abnormality has occurred in the battery 50 may be used. Moreover, it is good also as what does not alert | report to such a driver | operator.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. As illustrated in the hybrid vehicle 320, a motor MG1 for power generation is connected to the engine 22 and a motor MG2 is connected to the drive wheels 63a and 63b, and the system mains are connected to inverters 41 and 42 that drive the motors MG1 and MG2. The battery 50 may be connected via the relay 56.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the combination of the motor MG1 and the power distribution and integration mechanism 30 corresponds to “power generation means”, the motor MG2 corresponds to “electric motor”, and the battery 50 It corresponds to “power storage means”, and it is determined that an abnormality has occurred in the battery 50 in a state where the operation of the engine 22 is stopped. The system main relay 56 disconnects the battery 50 from the power line 54 after the start command of the engine 22 is transmitted to the engine ECU 24 and the motor ECU 40 to complete the start of the engine 22, and the required torque Tr * is the ring gear shaft 32a as the drive shaft. The target rotational speed Ne * and target torque Te * of the engine 22 and the torque fingers of the motors MG1 and MG2 Tm1 * and Tm2 * are set and transmitted to the engine ECU 24 and the motor ECU 40. When the stop-time abnormality start number n is equal to or greater than the threshold value nref, the motors MG1 and MG2 are stopped without starting the engine 22 The hybrid electronic control unit 70 for executing the abnormality determination control routine of FIG. 2 that transmits a command to the motor ECU 40 and disconnects the battery 50 from the power line 54 by the system main relay 56, and the rotation of the engine 22 when a start command is received. An engine that starts fuel injection control and ignition control of the engine 22 when the number Ne reaches a threshold value Nref and controls the engine 22 based on the target rotational speed Ne * and the target torque Te * after the start of the engine 22 is completed. When the ECU 24 and the start command are received, the engine 22 is operated. The motor MG1 is controlled so that torque for ringing is output, and after the start of the engine 22 is completed, the motors MG1, MG2 are controlled when the motors MG1, MG2 are controlled based on the torque commands Tm1 *, Tm2 * and a driving stop command is received. The motor ECU 40 that stops the drive corresponds to “control means”. Further, the system main relay 56 corresponds to “connection release means”. Furthermore, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. The anti-rotor motor 230 also corresponds to “power generation means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power generation means” is not limited to a combination of the motor MG1 and the power distribution and integration mechanism 30 or the anti-rotor motor 230, but motors the internal combustion engine and at least one of the power from the internal combustion engine. Any unit may be used as long as it generates electricity using the unit. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 configured as a lithium ion battery, and may be any battery as long as it can exchange power with a power generation means or an electric motor such as a nickel hydride battery or a lead storage battery. It does n’t matter. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when it is determined that an abnormality has occurred in the battery 50 in the state where the operation of the engine 22 is stopped, when the abnormality number n during the stop is less than the threshold value nref, The engine 22 is started, the battery 50 is disconnected from the power line 54 by the system main relay 56, and the engine 22 and the motors MG1, MG2 are controlled and stopped so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. When the number n of times of abnormal starting is greater than or equal to the threshold value nref, the motor 50 is not limited to stopping the motors MG1 and MG2 without starting, and the battery 50 is abnormal. The warning lamp 89 is turned on in order to notify the driver, or the number of start times n during stoppage abnormality when stoppage abnormality occurs Regardless of the number n of times when the engine is stopped or when the engine is stopped, the system main relay 56 does not disconnect the battery 50 from the power line 54, or the engine 22 is started in a state where the battery 50 is not judged abnormal. It is determined that an abnormality has occurred in the power storage means while the operation of the internal combustion engine is stopped, such as holding the value of the number of times of starting n at the time of abnormality during stoppage or resetting the value to 0. The internal combustion engine and the power generation means are controlled and the internal combustion engine is started so that the internal combustion engine is started when the number of start during abnormalities during the stop, which is the number of start times of the internal combustion engine at the time of abnormalities during the stop, is less than a predetermined number. After that, the internal combustion engine is configured so that the driving force based on the required driving force required for the drive shaft is output to the drive shaft without charging / discharging the power storage means. And it controls the power generation unit and the motor, but may be any so long as it is abnormal when starting count stopped at stopped abnormally not start the engine when the predetermined number of times or more. The “connection release means” is not limited to the system main relay 56, and any means can be used as long as it can connect and release the drive circuit of the power generation means or the drive circuit of the electric motor and the power storage means. I do not care. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the control routine at the time of the abnormality determination performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that torque command Tm1 * of motor MG1, MG2 is set. It is explanatory drawing which shows the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of drive | working in a battery interruption | blocking state. It is explanatory drawing which shows typically the mode of a time change with the state of an ignition, the abnormality determination state of the battery 50, the state of the engine 22, and the frequency | count n of times at the time of abnormality in a stop. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 Power line, 56 system main relay, 57 smoothing capacitor, 57a voltage sensor, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control for hybrid Unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 warning Lamp, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means for motoring the internal combustion engine and generating electric power using at least part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the power generation means and the electric motor,
When the operation of the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times is less than a predetermined number, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started. After the internal combustion engine is started, the drive shaft is requested without charging / discharging the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on the required driving force is output to the drive shaft, and the number of times of start during abnormalities during stoppage is greater than or equal to the predetermined number of times during abnormalities during stoppage. Control means that sometimes does not start the internal combustion engine;
A power output device comprising:   2. The power output apparatus according to claim 1, wherein the control means is means for holding the number of times of abnormal start during stop when the internal combustion engine is started at a normal time when it is not determined that an abnormality has occurred in the power storage means.   3. The power output according to claim 1, wherein the control means is a means for controlling the electric motor so that the electric motor is stopped when the number of times of starting at the time of abnormality during the stop is equal to or greater than the predetermined number of times during the abnormality during the stop. apparatus. A power output device according to any one of claims 1 to 3,
A connection release means for connecting and releasing connection between the drive circuit of the power generation means and the drive circuit of the electric motor and the power storage means;
The control means includes a drive circuit for the power generation means, a drive circuit for the electric motor, and the power storage means without starting the internal combustion engine when the number of times of start during abnormalities during the stop is equal to or greater than the predetermined number. Means for controlling the connection release means so that the connection is released;
Power output device.   The control means connects the drive circuit of the power generation means, the drive circuit of the electric motor, and the power storage means after starting the internal combustion engine when the number of times of start during abnormalities during stoppage is less than the predetermined number of times The power output apparatus according to claim 4, wherein the power output device is a means for controlling the connection release means so as to be released.   6. The control device according to claim 1, wherein when it is determined that an abnormality has occurred in the power storage device, the control device notifies the driver of the determination. Power output device.   The power generation means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive shaft and the output shaft with input and output of electric power and power. The power output apparatus according to any one of claims 1 to 6, wherein the power output apparatus is an electric power input / output means capable of inputting / outputting power to / from.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. 8. The power output apparatus according to claim 7, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the output power.   A vehicle on which the power output device according to any one of claims 1 to 8 is mounted and an axle is connected to the drive shaft. An internal combustion engine, a power generation means for motoring the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the power generation means, the electric motor and electric power A method of controlling a power output device comprising:
When the operation of the internal combustion engine is stopped, it is determined that an abnormality has occurred in the power storage means. When the number of times is less than a predetermined number, the internal combustion engine and the power generation means are controlled so that the internal combustion engine is started. After the internal combustion engine is started, the drive shaft is requested without charging / discharging the power storage means. The internal combustion engine, the power generation means, and the electric motor are controlled so that a driving force based on the required driving force is output to the drive shaft, and the number of times of start during abnormalities during stoppage is greater than or equal to the predetermined number of times during abnormalities during stoppage. Sometimes do not start the internal combustion engine,
A control method for a power output apparatus.

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