JP5217695B2 - In-vehicle control device - Google Patents

Description

  The present invention relates to an in-vehicle control device that includes an engine and an electric motor and is mounted on a plug-in hybrid vehicle that can charge an in-vehicle battery with electric power supplied from outside the vehicle, and performs control for diagnosing the in-vehicle device.

  A plug-in hybrid vehicle that can charge an in-vehicle battery with electric power supplied from an external power source is known. In such a plug-in hybrid vehicle, the travel time is increased by the power generated by the electric motor, and the travel time is shortened by the power generated by the engine. Therefore, for example, the diagnosis execution frequency related to the in-vehicle device that cannot be diagnosed unless the engine is rotated, such as a failure of the electronic throttle device and a failure of the engine rotation angle sensor, is reduced.

On the other hand, for example, a technique described in Patent Document 1 is conventionally known. The vehicle-mounted control device described in this document is mounted on a hybrid vehicle including an engine and an electric motor. First, in an prohibited state in which fuel injection and ignition to the engine are prohibited, the engine is rotated by the electric motor. It is determined whether or not the motoring state is set. And if it determines with it being in a motoring state, a vehicle-mounted control apparatus will determine whether a pulse signal is normally output from the rotation system sensor of an engine. As described above, the in-vehicle control device diagnoses the rotation system sensor of the engine during the motoring state. In order to secure the execution frequency of the diagnosis, it is conceivable to make a diagnosis by forcing the motoring state.
JP-A-11-294211

  However, setting the motoring state means increasing the load of the in-vehicle battery. As a result, power consumption increases, which may adversely affect fuel consumption.

  Here, when the motoring state is set, fuel injection and ignition to the engine are prohibited, so that it seems that the fuel consumption is not affected. However, while the motoring state is maintained, the amount of power stored in the in-vehicle battery is decreasing although the fuel does not decrease. For this reason, after the motoring is completed, it is necessary to generate electric energy by performing fuel injection and ignition to the engine to recover the stored amount of the vehicle-mounted battery. Therefore, the motoring state adversely affects fuel consumption.

  The present invention has been made in view of the above circumstances, and its purpose is to further reduce the influence on fuel consumption when diagnosing in-vehicle devices that cannot be diagnosed unless the engine is rotated. An object of the present invention is to provide a vehicle-mounted control device that can be used.

In order to achieve such an object, according to the first aspect of the present invention, the engine is mounted on a plug-in hybrid vehicle that includes an engine and an electric motor and can be charged with an in-vehicle battery by electric power supplied from an external power source, and the engine is rotated. In a vehicle-mounted control device including a diagnostic control unit that performs control for diagnosing normality or abnormality for an in-vehicle device that cannot be diagnosed unless it is normal or abnormal, During charging of the in-vehicle battery, motoring for rotating the engine by the power generated by the electric motor is performed, and the in-vehicle device is diagnosed during the motoring. In such a configuration as the in-vehicle control device, the diagnosis control unit performs motoring while charging the in-vehicle battery by the external power source, and during the motoring, the above-mentioned in-vehicle device is diagnosed as normal or abnormal. The Thus, when performing motoring, combustion is not performed by the engine, but the engine is rotated by the in-vehicle battery. At this time, the electric energy consumed by rotating the engine is supplemented from the external power source in the vehicle-mounted battery, so that the influence on fuel consumption can be further reduced.
Further, in the invention according to claim 1, the diagnosis control unit counts the number of trips after the trip in which the diagnosis is performed, and when it is established that the count number reaches a predetermined number as a motoring execution condition, Motoring is performed. Thereby, the said vehicle equipment can be diagnosed with appropriate frequency.

  In-vehicle devices include in-vehicle devices that can perform diagnosis even when the engine is not rotating, in addition to in-vehicle devices that cannot perform diagnosis unless the engine is rotated. If the latter in-vehicle device has an abnormality, the former in-vehicle device may not be correctly diagnosed under the influence of the abnormality.

In this respect, in the invention described in 請 Motomeko 2, provided with a engine and an electric motor mounted on the plug-in hybrid vehicle chargeable in-vehicle battery by electric power supplied from an external power source, unless the engine is rotated A diagnostic control unit that performs control for diagnosing normality or abnormality for an in-vehicle device that cannot diagnose whether it is normal or abnormal, and an in-vehicle device that can perform diagnosis even when the engine is not rotating In the in-vehicle control device including the diagnosis unit for diagnosing the vehicle, the diagnosis control unit performs motoring for rotating the engine by the power generated by the electric motor during charging of the in-vehicle battery by the external power source, and during this motoring It is characterized by diagnosing an in-vehicle device. Thus, when performing motoring, combustion is not performed by the engine, but the engine is rotated by the in-vehicle battery. At this time, the electric energy consumed by rotating the engine is supplemented from the external power source in the vehicle-mounted battery, so that the influence on fuel consumption can be further reduced.
Furthermore, the invention according to claim 2 is characterized in that the diagnosis control unit performs motoring when it is established that the abnormality is not diagnosed by the diagnosis unit as a motoring execution condition . This makes it possible to diagnose in-vehicle devices that cannot be diagnosed as normal or abnormal unless the engine is rotated in a state where there is no abnormality in the in-vehicle devices that can be diagnosed even if the engine is not rotated. You will be able to get correct diagnostic results.

In the invention described in 請 Motomeko 3 it is mounted on a plug-in hybrid vehicle chargeable in-vehicle battery by electric power supplied from an external power source provided with a engine and an electric motor, normal or abnormal unless the engine is rotated In the in-vehicle control device including a diagnosis control unit that performs control for diagnosing whether the in-vehicle device that cannot perform the diagnosis is normal or abnormal, The motoring which rotates an engine with the motive power which generate | occur | produces with an electric motor is performed, and it diagnoses with respect to vehicle equipment during this motoring. Thus, when performing motoring, combustion is not performed by the engine, but the engine is rotated by the in-vehicle battery. At this time, the electric energy consumed by rotating the engine is supplemented from the external power source in the vehicle-mounted battery, so that the influence on fuel consumption can be further reduced.
Furthermore, the invention according to claim 3 includes a battery control device, an engine control device, and a motor generator control device, wherein the battery control device is a motoring device that the charge amount of the in-vehicle battery is equal to or greater than a predetermined amount. The engine control device has a first determination unit that determines whether or not the execution condition is satisfied, and the engine control device determines whether or not the execution condition of the motoring that the count number obtained by counting the number of trips after the trip in which the diagnosis is performed reaches a predetermined number. The motor generator control device has a second determination unit for determining, and the motor generator controller executes motoring that an abnormality has not been diagnosed by a diagnosis unit that diagnoses an in-vehicle device that can perform diagnosis even when the engine is not rotating. A third determination unit that determines whether the condition is successful, and the diagnosis control unit includes at least one of the first to third determination units. If it is determined that there in standing, characterized in that it does not perform motoring.

The case where the first determination unit determines that the execution condition is not satisfied includes the case where it is determined that the execution condition is not satisfied after the execution condition is actually determined by the first determination unit. In addition, the case where it is determined that the execution condition is not established correctly because the first determination unit has failed is actually included. Similarly, when the second determination unit determines that the execution condition is not satisfied, it is determined that the execution condition is not satisfied after the execution condition is actually determined by the second determination unit. In addition to the case, it includes a case where it is determined that the execution condition is not established because the execution condition is not correctly determined because the second determination unit has failed. Further, when it is determined that the execution condition is not satisfied by the third determination unit, when it is determined that the execution condition is not satisfied after the execution condition is actually determined by the third determination unit. In addition, a case where it is determined that the execution condition is not established correctly because the third determination unit has failed is included. Therefore, according to the structure of the said Claim 3 , when a failure arises in the said 1st-3rd judgment part, possibility that unintended motoring will be performed can be reduced.
The invention according to claim 4 is characterized in that the in-vehicle device is an electronic throttle device.

  Hereinafter, an embodiment of an in-vehicle control device according to the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing the overall configuration of the in-vehicle control device 1 of the present embodiment. First, the in-vehicle control device 1 will be described with reference to FIG.

  As shown in FIG. 1, the in-vehicle control device (diagnosis control unit) 1 includes a battery control device (first determination unit) 20, a motor generator control device (hereinafter referred to as MG control device, third determination unit) 30, An engine control device (second determination unit) 40 is provided. The vehicle on which the in-vehicle control device 1 is mounted includes a generator 34, an electric motor 37, and an engine 41, and a plug-in hybrid vehicle (not shown) that can charge the in-vehicle battery 21 with electric power supplied from the external power source 10. (Hereinafter simply referred to as a vehicle). This will be described in detail below.

  The vehicle includes a power connector 11, a physical switch 12, a current sensor 13, and a voltage sensor 14. Among these, the power connector 11 is formed in an appropriate shape. For example, the in-vehicle battery 21 is electrically connected to the external power source 10 by being electrically connected to the external power source 10 such as a household power source.

  The physical switch 12 is disposed on the power connector 11. When the power connector 11 is electrically connected to the external power source 10, the power connector 11 transmits a signal indicating that to the battery control device 20. In addition, the current sensor 13 and the voltage sensor 14 are arranged in the power connector 11 similarly to the physical switch 12. When the power connector 11 is electrically connected to the external power supply 10, the current sensor 13 detects the current value of the current supplied from the external power supply 10 and outputs the detected value to the battery control device 20. 14 detects a voltage value supplied from the external power supply 10 and outputs the detected value to the battery control device 20. Note that the configurations and detection principles of the current sensor 13 and the voltage sensor 14 are well known, and therefore detailed description thereof is omitted here.

  The vehicle includes an in-vehicle battery 21, a current sensor 23, and a voltage sensor 24. Among these, the in-vehicle battery 21 can store electric energy with a DC voltage of, for example, several hundred volts, and supplies power to the generator 34 via a first inverter 33 described later, or via a second inverter 36 described later. Power is supplied to the electric motor 37. The current sensor 23 and the voltage sensor 24 are disposed on the in-vehicle battery 21. The current sensor 23 detects the current value of the in-vehicle battery 21 and outputs the detected value to the battery control device 20, and the voltage sensor 24 detects the voltage value of the in-vehicle battery 21 and detects the detected value to the battery control device 20. Is output. Since the configurations and detection principles of the current sensor 23 and the voltage sensor 24 are well known, a detailed description thereof is omitted here.

  When the signal indicating that the power connector 11 is electrically connected to the external power source 10 is received, the battery control device 20 is activated. After starting, the battery control device 20 monitors, for example, start processing for outputting a wake-up signal for starting other control devices such as the MG control device 30 and the engine control device 40, and on / off of an ignition key (not shown). Then, a determination process as to whether or not the vehicle on which the battery control device 20 is mounted is stopped. Further, the battery control device 20 uses the detection value of the current sensor 23 and the detection value of the voltage sensor 24 to determine whether or not the charge amount of the in-vehicle battery 21 is equal to or greater than a predetermined amount, The battery 21 is charged. Such processing will be described later with reference to FIG.

  The vehicle also includes wheels 31, a drive shaft 32, a first inverter 33, a generator 34, a rotor position detection sensor 35, a second inverter 36, an electric motor 37, a rotor position detection sensor 38, and a planetary gear unit 39. Of these, the drive shaft 32 transmits the power generated by the electric motor 37 or the engine 41 described later to the wheels 31 as the driving force of the vehicle. The first inverter 33 is controlled by the MG control device 30, converts the electrical energy stored in the in-vehicle battery 21 from a DC voltage to an AC voltage, and supplies it to a generator 34 (a stator not shown in detail). As a result, a magnetic field is generated in the stator, and power is generated when the rotor is rotated by the power from the engine 41 in a state where the magnetic field is generated. The rotor position detection sensor 35 detects the position of a rotor (not shown) constituting the generator 34, and sequentially outputs the rotor position information to the MG control device 30. Similarly to the first inverter 33, the second inverter 36 is controlled by the MG control device 30, converts the electric energy stored in the in-vehicle battery 21 from a DC voltage to an AC voltage, and then supplies the electric energy to the electric motor 37. . The electric motor 37 generates rotational torque (power) on the drive shaft 32 using electrical energy supplied with an alternating voltage. The rotor position detection sensor 38 detects the position of a rotor (not shown) constituting the electric motor 37 and sequentially outputs the rotor position information to the MG control device 30. The planetary gear unit 39 is interposed between the generator 34 and the electric motor 37 and constitutes a power split mechanism (not shown). The power generated in the engine 41 is divided into two by this power split mechanism and transmitted not only to the electric motor 37 and the wheels 31 but also to the generator 34. The rotation of the engine output shaft 48 is controlled by the electric motor 37 and the generator 34, so that motoring for rotating the engine 41 can be performed. In addition, since such a structure is also well-known, the further detailed description here is omitted.

  The MG control device 30 is activated by receiving the wake-up signal from the battery control device 20. After this activation, the MG control device 30 executes a determination process as to whether or not a motoring request has been received from the engine control device 40, which will be described later, and a determination process as to whether or not all predetermined execution conditions have been met. . Further, the MG control device 30 executes motoring for rotating the engine 41 by power generated by the electric motor 37 or performs normal control other than motoring. These processes will be described later with reference to FIG.

  The vehicle also includes an engine 41, an intake path 42, an air flow sensor 43, a throttle valve 44, a throttle motor 45, a throttle opening sensor 46, a rotation angle sensor 47, and an engine output shaft 48.

  Specifically, the vehicle is provided with an intake passage 42 that supplies air to a combustion chamber (not shown) of the engine 41. An air flow rate sensor 43 that detects the flow rate of air flowing through the intake path 42 is disposed in the intake path 42, and the detected value is output to the engine control device 40. Further, a throttle valve 44 that changes the air flow rate according to the opening degree is disposed in the intake path 42, and a throttle motor 45 that changes the opening degree of the throttle valve 44 is provided outside the intake path 42. It is arranged. The throttle motor 45 is provided with a throttle opening sensor 46. The throttle opening sensor 46 detects the rotation angle of the throttle motor 45 and detects the opening of the throttle valve 44 using the detected rotation angle of the throttle motor 45. Then, the throttle opening sensor 46 outputs the detected opening of the throttle valve 44 to the engine control device 40. The engine 41 is provided with a rotation angle sensor 47 that detects the rotation angle of the engine output shaft 48, and the rotation angle sensor 47 outputs the detected rotation angle to the engine control device 40. Then, the engine control device 40 controls the engine 41 using the output value of the air flow sensor 43, the output value of the throttle opening sensor 46, and the output value of the rotation angle sensor 47. In addition, since the structure of this each component, a function, etc. are well-known, detailed description here is omitted. In the present embodiment, an electronic throttle device (comprising a throttle valve 44, a throttle motor 45, and a throttle opening sensor 46) is used as an in-vehicle device that cannot be diagnosed unless the engine 41 is rotated. ing. Since such a configuration is also known, further detailed explanation is omitted here.

  Similarly to the MG control device 30, the engine control device 40 is activated by receiving the wake-up signal from the battery control device 20. After this startup, the engine control device 40 executes, for example, diagnostic processing of the electronic throttle device, or executes determination processing to determine whether the number of trips after the trip for which this diagnostic processing has been executed has reached a predetermined number of times To do. These processes will be described later with reference to FIGS.

  The operation of the in-vehicle control device 1 configured as described above will be described with reference to FIGS. FIG. 2 is a flowchart showing a processing procedure of battery charging control processing executed by the battery control device 20. When the ignition switch (hereinafter also referred to as IGSW) is turned on from off or as described above, the battery control device 20 signals that the power connector 11 is electrically connected to the external power source 10. Is activated, and after this activation, the battery charge control process shown in FIG. 2 is executed. First, the battery charge control process will be described with reference to FIG.

  When the battery charging control process is started, the battery control device 20 first captures the current value of the in-vehicle battery 21 through the current sensor 23 and the voltage value of the in-vehicle battery 21 through the voltage sensor 24 as a process of step S11. . The battery control device 20 calculates the charge amount of the in-vehicle battery 21 using the acquired current value and voltage value. When the charge amount of the in-vehicle battery 21 is calculated, the battery control device 20 determines whether the IGSW is on or off as the determination processing in the subsequent step S12. That is, the battery control device 20 determines whether it is activated for the purpose of running the vehicle or for the purpose of charging with the external power source 10.

  Here, when it is determined that the IGSW is on (“Yes” in the determination process of step S12), the vehicle is in a state where it can immediately travel, so even if the vehicle battery 21 is connected to the external power source 10, Do not charge. Therefore, the battery control device 20 resets the charging flag indicating that the in-vehicle battery 21 is being charged by the external power source 10 as the processing of the subsequent step S13. That is, it is indicated to the MG control device 30 and the engine control device 40 that the in-vehicle battery 21 is not being charged.

  On the other hand, if it is determined that the IGSW is off (“No” in the determination process of step S12), the vehicle is not ready to travel immediately, so the in-vehicle battery 21 can be charged by the external power source 10. is there. Therefore, the battery control device 20 fetches the current value and the voltage value of the external power source 10 through the current sensor 13 and the voltage sensor 14 as the subsequent process of step S14, and fetches these as the determination process of the subsequent step S15. It is determined whether the vehicle is connected to the external power source 10 using the current value and the voltage value.

  Specifically, when the in-vehicle battery 21 is not connected to the external power supply 10, the current value and the voltage value detected by the current sensor 13 and the voltage sensor 14 respectively show almost zero, while the in-vehicle battery 21 is connected to the external power supply 10. 10, the current value and the voltage value detected by the current sensor 13 and the voltage sensor 14 respectively show significant values. Therefore, the battery control device 20 determines whether or not the in-vehicle battery 21 is connected to the external power source 10 by determining whether or not these current value and voltage value are substantially zero.

  Here, when it is determined that the in-vehicle battery 21 is not connected to the external power source 10 (“No” in the determination process in step S15), the battery control device 20 originally charges the in-vehicle battery 21 with the external power source 10. Since this is not possible, the process proceeds to step S13 and the charging flag is reset. On the other hand, when it is determined that the in-vehicle battery 21 is connected to the external power supply 10 (“Yes” in the determination process of step S15), the battery control device 20 proceeds to the subsequent process of step S16.

  The battery control apparatus 20 determines whether the charge amount of the vehicle-mounted battery 21 calculated in the process of previous step S11 is equal to or greater than a predetermined amount as the determination process of step S16. In the present embodiment, as this predetermined amount, a lower limit value of the charge amount required during normal driving of the vehicle is set. When it is determined that the battery charge amount is equal to or greater than the predetermined amount (“Yes” in the determination process of step S16), the charge amount of the in-vehicle battery 21 is sufficient, and charging of the in-vehicle battery 21 by the external power source 10 is unnecessary. Therefore, the battery control device 20 resets the charging flag as the processing of the subsequent step S13. Note that the predetermined amount is not limited to the lower limit value, and a value larger than the lower limit value may be employed.

  On the other hand, when it is determined that the amount of charge of the in-vehicle battery 21 is less than the predetermined amount (“No” in the determination process of step S16), the amount of charge of the in-vehicle battery 21 is insufficient and the motoring is performed. Since it is necessary to charge the in-vehicle battery 21 by the external power source 10, the battery control device 20 charges the in-vehicle battery 21 by the external power source 10 as the subsequent process of step S17, and the charging flag as the subsequent process of step S18. Set. That is, it is indicated to the MG control device 30 and the engine control device 40 that the in-vehicle battery 21 is being charged.

  Then, the battery control device 20 outputs a wake-up signal to the MG control device 30 and the engine control device 40 via an in-vehicle network such as CAN, for example, as the subsequent process of step S19. The MG control device 30 and the engine control device 40 that have received this wake-up signal are activated by being supplied with power from the in-vehicle battery 21, and after this activation, a motor generator control process (see FIG. 3) and an engine control process ( (See FIGS. 4 and 5).

  When the process of step S13 or the process of step S19 is executed in this way, the battery control device 20 proceeds to the process of the previous step S11 and repeatedly executes the series of processes described above.

  FIG. 3 is a flowchart showing a processing procedure of the engine control process executed by the engine control device 40, and FIG. 4 is a flowchart showing a processing procedure of the charge time diagnostic process executed during the engine control process. The engine control device 40 is activated when the IGSW is turned on from off and executes an engine control process. Alternatively, even when the IGSW is turned off, the engine control device 40 is activated by receiving the wake-up signal from the battery control device 20 and executes engine control processing. Next, the engine control process and the charging diagnosis process will be described with reference to FIGS.

  When the engine control process is started, the engine control device 40 first resets a motoring request (initialization), which is a request to execute motoring, as a process of step S31. When this initialization is completed, the engine control device 40 determines whether or not the IGSW is on as the determination processing in the subsequent step S32. That is, the engine control device 40 determines whether the vehicle has been started for the purpose of running the vehicle or for the purpose of executing a later-described charging diagnostic process.

  Here, when it is determined that the IGSW is on (“Yes” in the determination process of step S32), it means that the engine control device 40 has been started for the purpose of running the vehicle. Therefore, the engine control device 40 executes normal control of the engine 41 as the processing of the subsequent step S33. Specifically, the engine 41 is controlled so that the torque requested from the MG control device 30 is obtained.

  On the other hand, when it is determined that the IGSW is off (“No” in the determination process of step S32), it means that the engine control device 40 has been started for the purpose of executing the on-charge diagnostic process. Therefore, the engine control device 40 proceeds to the determination process in the subsequent step S34. If it is determined in step S32 that the IGSW is off, it means that the engine control device 40 has been activated by receiving the wake-up signal. Means that charging is in progress (see FIG. 2).

  The engine control device 40 determines, for example, as to whether or not it is necessary to execute a diagnostic process during charging of the electronic throttle device as the determination processing in the subsequent step S33. Specifically, the engine control device 40 counts the number of trips after the trip in which the later-described diagnosis process at the time of charging described previously was executed (in other words, the number of consecutive trips where the diagnosis process at the time of charging has not been executed). As the determination processing in step S34, it is determined whether or not the count number has reached a predetermined number. Incidentally, one trip means one run and is determined by the number of times the IGSW is turned on.

  Here, when it is determined that the count number has not reached the predetermined number (“No” in the determination process of step S34), it means that the period has not passed so much since the charge-time diagnosis process was executed last time. Therefore, it is not necessary to execute the diagnostic process during charging. Therefore, the engine control device 40 once ends this engine control process.

  On the other hand, when it is determined that the count number has reached the predetermined number (“Yes” in the determination process of step S34), a certain period of time has elapsed since the charge-time diagnosis process was executed last time, and the charge-time diagnosis process is executed. There is a need to. Accordingly, the engine control device 40 executes a charging diagnostic process as the subsequent process of step S35, and once ends the engine control process.

  As shown in FIG. 4, when the on-charge diagnostic process is started, the in-vehicle control device 1 (specifically, the engine control device 40) first sets a motoring request as the processing of step S351, and the MG control device. 30 tries to start motoring. Although details will be described later with reference to FIG. 5, the engine control device 40 causes the MG control device 30 to rotate the engine 41 through the electric motor 37.

  Then, the engine control device 40 determines whether or not the engine 41 is actually rotating based on the sensor output value of the engine rotation speed detection sensor (not shown) as the determination processing in the subsequent step S352, and performs motoring. The elapsed time from when the request is set to when the engine 41 actually rotates is measured by appropriate time measuring means (not shown).

  Here, when it is determined that the engine 41 is not rotating (“No” in the determination process in step S352), the motoring actually starts execution even though the motoring execution start is requested. Means not. Therefore, the engine control device 40 determines whether or not such a state continues for a predetermined time as the determination processing in the subsequent step S353.

  When it is determined that such a state has not been continued for a predetermined time (“No” in the determination process of step S353), the engine control device 40 repeatedly executes the process of the previous step S351 and the determination process of step S352. On the other hand, when it is determined that the predetermined time has continued (“Yes” in the determination process of step S353), the engine control device 40 determines that determination is impossible as the process of subsequent step S354, and the subsequent process of step S355. Then, the motoring request is reset, and the process proceeds to the engine control process of the engine shown in FIG.

  On the other hand, if it is determined that the engine 41 is actually rotating in the determination process of the previous step S352 ("Yes" in the determination process of step S352), this means that the motoring has started to be executed. Therefore, the engine control device 40 acquires the engine rotation speed from the engine rotation speed detection sensor, acquires the air flow rate from the air flow rate sensor 43, and further opens the electronic throttle from the throttle opening sensor 46 as the processing of the subsequent step S356. Get the degree. Then, the engine control device 40 determines (diagnosis) whether the electronic throttle device is normal or abnormal based on the correlation between the acquired information and the previously investigated information as the determination processing in step S357. Specifically, when it is determined that the correlation of these pieces of information is the same (“Yes” in the determination process of step S357), the engine control device 40 indicates that the electronic throttle device is normal as the subsequent process of step S358. Determine. On the other hand, when it is determined that the correlation of these pieces of information does not match (“No” in the determination process of step S357), the engine control device 40 indicates that the electronic throttle device is abnormal as the subsequent process of step S359. judge. Then, the engine control device 40 resets the motoring request as the processing of the subsequent step S355, and shifts to the engine control processing of the engine shown in FIG.

  FIG. 5 is a flowchart showing a processing procedure of MG control processing executed by the MG control device 30. Similarly to the engine control device 40, the MG control device 30 is activated when the IGSW is turned on and executes MG control processing. Alternatively, even when the IGSW is turned off, the MG control device 30 is activated by receiving the wakeup signal from the battery control device 20, and executes the MG control process. Next, the MG control process will be described with reference to FIG.

  When the MG control process is started, the MG control device 30 first determines whether or not the motoring request has been received as the determination process in step S51. That is, the MG control device 30 determines whether the vehicle is started for the purpose of running the vehicle or for the purpose of executing motoring described later.

  Here, when it is determined that the motoring request has not been received (“No” in the determination process of step S51), this means that the MG control device 30 has been started for the purpose of running the vehicle. Therefore, the MG control device 30 executes normal control as the processing of the subsequent step S52. Note that, as normal control, the MG control device 30 cuts the current output to the electric motor 37 and the generator 34 when the IGSW is off. Further, as a normal control, the MG control device 30 calculates a torque to be generated in the drive shaft 32 based on a driver's request input through an accelerator pedal (not shown) when the IGSW is on, and the engine control device 40 A torque request is output to the vehicle and the vehicle is driven through control of the electric motor 37 and the generator 34.

  On the other hand, in the determination process of step S51, when it is determined that there is a request to execute the motoring (“Yes” in the determination process of step S51), the MG control device 30 performs the determination process of the subsequent step S53. Then, it is determined whether or not all the motoring execution conditions are satisfied.

  Here, in the present embodiment, from the viewpoint of safety, “the engine is not injecting and igniting” and “the vehicle speed is zero” are adopted as the motoring execution conditions, From the point of view, “the number of consecutive trips for which diagnostic processing at the time of charging is not performed is equal to or greater than a predetermined number of trips” and “the charge amount of the in-vehicle battery 21 is equal to or greater than a predetermined amount” are adopted as motoring execution conditions ing.

  Note that the MG control device 30 does not determine all of the execution conditions. Since the MG control device 30 is activated for the purpose of motoring, the battery control device 20 has already determined that “the charge amount of the in-vehicle battery 21 is equal to or greater than a predetermined amount”. Further, since there is a motoring request, it is already determined by the engine control device 40 that “the engine is not firing and igniting”. Similarly, since there is a motoring request, it is already determined by the engine control device 40 that “the number of consecutive trips for which the diagnostic process at the time of charging is not performed is equal to or greater than the predetermined number of trips”. Accordingly, the MG control device 30 determines whether or not all the execution conditions are satisfied by determining whether or not the vehicle speed is zero based on the output value of the vehicle speed sensor (not shown).

  If it is determined in the determination process of step 53 that the vehicle speed is not zero, that is, if it is determined that all the motoring execution conditions are not satisfied (“No” in the determination process of step S53), MG control is performed. The apparatus 30 proceeds to the process of the previous step S52 and executes the normal control.

  On the other hand, when it is determined in the determination process of step S53 that the vehicle speed is zero, that is, when it is determined that all the motoring execution conditions are satisfied (“Yes” in the determination process of step S53). The MG control device 30 calculates a required MG output, which is a torque required for the electric motor 37 to execute the motoring, as the process of step S54, and executes the motoring as the process of step S55. To do.

  When the process of step S52 or the process of step S55 is executed in this way, the MG control device 30 proceeds to the determination process of the previous step S51 and repeatedly executes the series of processes described above.

  As described above, in the above-described embodiment, the in-vehicle control device 1 performs motoring to rotate the engine 41 by the power generated by the electric motor 37 during charging of the in-vehicle battery 21 by the external power source 10. The electronic throttle device was diagnosed during motoring. When performing motoring, the engine 41 is not combusted and the engine 41 is rotated by the in-vehicle battery 21. At this time, the in-vehicle battery 21 can further reduce the influence on the fuel consumption because the electric energy consumed by rotating the engine 41 is supplemented from the external power source.

  The in-vehicle control device according to the present invention is not limited to the configuration exemplified in the above embodiment, and can be implemented with various modifications without departing from the spirit of the present invention. . In other words, for example, the following embodiment can be implemented by appropriately changing the above embodiment.

  In the above embodiment, the battery control device 20 calculates the charge amount of the in-vehicle battery 21 using the current value acquired from the current sensor 23 and the voltage value acquired from the voltage sensor 24, but the present invention is not limited to this. Instead of the charge amount of the in-vehicle battery 21, the remaining capacity of the in-vehicle battery 21 (power storage state, hereinafter referred to as SOC) may be used. Incidentally, the SOC is a percentage of a value obtained by subtracting the integrated value of the charge / discharge amount from the rated capacity with respect to the rated capacity of the in-vehicle battery 21.

  In the above embodiment, the predetermined amount used by the battery control device 20 when determining whether or not the battery charge amount is equal to or greater than the predetermined amount is the lower limit value of the charge amount required during normal traveling of the vehicle or the lower limit value. A value larger than the value has been adopted, but is not limited thereto. As described above, when the SOC of the in-vehicle battery 21 is employed instead of the charge amount of the in-vehicle battery 21, a fully charged state may be employed as the predetermined amount.

  In the above embodiment, the battery control device 20 determines the success or failure of “the charge amount of the in-vehicle battery 21 is equal to or greater than a predetermined amount”, and the engine control device 40 determines “the number of consecutive trips for which the diagnosis process at the time of charge is not executed is predetermined” The success or failure of “being the number of trips or more” and the success or failure of “the engine is not firing and igniting” are determined, and the success or failure of “the vehicle speed is zero” is determined by the MG control device 30. When the battery control device 20 determines that the execution condition is not satisfied, the battery control device 20 determines that the execution condition is not satisfied after it is actually determined by the battery control device 20. In addition, a case where it is determined that the execution condition is not established correctly because the battery control device 20 has failed is actually included. Similarly, when the engine control device 40 determines that the execution condition is not satisfied, it is determined that the execution condition is not satisfied after the engine control device 40 actually determines whether or not the execution condition is satisfied. Not only the case but also the case where it is determined that the execution condition is not established correctly because the engine control device 40 has failed is actually not determined. Furthermore, when it is determined by the MG control device 30 that the execution condition is not satisfied, it is determined that the execution condition is not satisfied after the execution condition is actually determined by the MG control device 30. In addition, a case where it is determined that the execution condition is not established correctly because the MG control device 30 has failed is actually included. When at least one of the control devices 20 to 40 determines that the execution condition is not satisfied, the MG control device 30 does not perform motoring. Thus, since the success or failure is determined for each motoring execution condition by the plurality of electronic control devices 20 to 40, the possibility of unintended motoring being performed can be reduced.

  The in-vehicle control device according to the present invention is not limited to the configuration exemplified in the above embodiment, and can be implemented with various modifications without departing from the spirit of the present invention. . In other words, for example, the following embodiment can be implemented by appropriately changing the above embodiment.

  In the above embodiment, from the viewpoint of safety, `` the engine is not firing and igniting '' and `` the vehicle speed is zero '' are adopted as motoring execution conditions, and from the viewpoint of feasibility, Although “the number of continuous trips for which diagnostic processing at the time of charging is not performed is equal to or greater than a predetermined number of trips” and “the amount of charge of the in-vehicle battery 21 is equal to or greater than a predetermined amount” have been adopted as motoring execution conditions. However, the present invention is not limited to this, and these conditions may be omitted as appropriate. Alternatively, the in-vehicle control device 1 includes various control devices (diagnostic units) for diagnosing an in-vehicle device that can make a diagnosis even when the engine 41 is not rotated, and “the abnormality is not diagnosed by this control device. "May be added to the motoring execution condition. Thereby, in the state in which there is no abnormality in the in-vehicle device that can be diagnosed even if the engine 41 is not rotated, the in-vehicle device that cannot be diagnosed unless the engine 41 is rotated (in the above embodiment, For example, since the electronic throttle device) is diagnosed, a correct diagnosis result can be obtained.

The block diagram which shows the whole structure about one Embodiment of the vehicle-mounted control apparatus which concerns on this invention. The flowchart which shows the process sequence about the battery charge control process performed by the battery control apparatus of this Embodiment. The flowchart which shows the process sequence about the engine control process performed by the engine control apparatus of this Embodiment. The flowchart which shows the process sequence about the diagnostic process at the time of a charge performed during an engine control process. The flowchart which shows the process sequence about the motor generator control process performed by the motor generator control apparatus of this Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle-mounted control apparatus, 10 ... External power supply, 11 ... Power supply connector, 12 ... Physical switch, 13 ... Current sensor, 14 ... Voltage sensor, 20 ... Battery control apparatus (diagnosis control part), 21 ... Vehicle-mounted battery, 23 ... Current Sensor, 24 ... Voltage sensor, 30 ... Motor generator control device (diagnosis control unit), 31 ... Wheel, 32 ... Drive shaft, 33 ... First inverter, 34 ... Generator, 35 ... Rotor position detection sensor, 36 ... Second inverter 37 ... Electric motor, 38 ... Rotor position detection sensor, 39 ... Planetary gear unit (power split mechanism), 40 ... Engine control device (diagnosis control unit), 41 ... Engine, 42 ... Intake path, 43 ... Air flow sensor, 44 ... throttle valve, 45 ... throttle motor, 46 ... throttle opening sensor, 47 ... rotation angle sensor, 48 ... engine output shaft.

Claims (4)

A vehicle equipped with an engine and an electric motor and mounted on a plug-in hybrid vehicle capable of charging a vehicle-mounted battery with electric power supplied from an external power source, and cannot be diagnosed as normal or abnormal unless the engine is rotated In the vehicle-mounted control device including a diagnosis control unit that performs control for diagnosing whether the device is normal or abnormal,
The diagnosis control unit performs motoring for rotating the engine by power generated by the electric motor during charging of the in-vehicle battery by the external power source, and performs the diagnosis for the in-vehicle device during the motoring. It was,
Further, the diagnosis control unit counts the number of trips after the trip in which the diagnosis is performed, and performs the motoring when the count number reaches a predetermined number as an execution condition of the motoring. A vehicle-mounted control device characterized by A vehicle equipped with an engine and an electric motor and mounted on a plug-in hybrid vehicle capable of charging a vehicle-mounted battery with electric power supplied from an external power source, and cannot be diagnosed as normal or abnormal unless the engine is rotated A diagnostic control unit that performs control for diagnosing whether the device is normal or abnormal;
In a vehicle-mounted control device comprising a diagnostic unit that diagnoses a vehicle-mounted device capable of performing diagnosis even when the engine is not rotated,
The diagnosis control unit performs motoring for rotating the engine by power generated by the electric motor during charging of the in-vehicle battery by the external power source, and performs the diagnosis for the in-vehicle device during the motoring. And
Furthermore, the diagnosis control unit performs the motoring when it is established that the abnormality is not diagnosed by the diagnosis unit as an execution condition of the motoring . A vehicle equipped with an engine and an electric motor and mounted on a plug-in hybrid vehicle capable of charging a vehicle-mounted battery with electric power supplied from an external power source, and cannot be diagnosed as normal or abnormal unless the engine is rotated In the vehicle-mounted control device including a diagnosis control unit that performs control for diagnosing whether the device is normal or abnormal,
The diagnosis control unit performs motoring for rotating the engine by power generated by the electric motor during charging of the in-vehicle battery by the external power source, and performs the diagnosis for the in-vehicle device during the motoring. And
Furthermore, a battery control device, an engine control device, and a motor generator control device are provided,
The battery control device includes a first determination unit that determines whether or not the motoring execution condition is satisfied that a charge amount of the in-vehicle battery is equal to or greater than a predetermined amount;
The engine control device includes a second determination unit that determines whether or not the execution condition of the motoring that a count number obtained by counting the number of trips after the trip in which the diagnosis is performed reaches a predetermined number,
The motor generator control device determines whether or not the motoring execution condition is satisfied by the diagnosis unit that diagnoses an in-vehicle device that can perform diagnosis even when the engine is not rotating. It has 3 judgment sections,
The vehicle-mounted control device , wherein the diagnosis control unit does not perform the motoring when it is determined that at least one of the first to third determination units is not established . The in-vehicle control device according to any one of claims 1 to 3 , wherein the in-vehicle device is an electronic throttle device.

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