JP5391805B2 - Hybrid vehicle and abnormality determination method - Google Patents

Description

  More particularly, the present invention relates to an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A planetary gear mechanism in which three rotating elements are connected to three shafts, an electric motor capable of inputting / outputting power to / from a drive shaft, a chargeable / dischargeable first battery, a chargeable / dischargeable second battery, and a second battery A hybrid vehicle including an internal combustion engine, a drive circuit for a generator, and a control circuit for controlling a drive circuit for an electric motor so as to perform a retreat travel in which the first battery travels without being charged and discharged in a disconnected state, and such a vehicle The present invention relates to an abnormality determination method for determining an abnormality during retreat traveling in a hybrid vehicle.

  Conventionally, as a power supply system provided in this type of vehicle, a first battery, a first buck-boost converter connected to the first battery side and the drive motor side, a first battery, and a first buck-boost converter A first relay for connection and disconnection, a low voltage system device such as an air conditioner connected to the first relay side from the first buck-boost converter, a second battery, a second battery side and a drive motor side And a second relay that connects and disconnects the second battery and the second buck-boost converter, when an abnormality occurs in the first battery, The first relay is turned off, the power from the second battery is boosted by the second step-up / step-down converter and supplied to the drive motor side, and the drive motor is driven by the first step-up / step-down converter. The power by lowering has been proposed to supply the low-voltage equipment (for example, see Patent Document 1). In this system, even if an abnormality occurs in the first battery, power can be supplied to the drive motor and the low voltage system device by the above-described processing.

Japanese Patent Laid-Open No. 2008-187884

  In a hybrid vehicle equipped with a plurality of batteries, as in the above-described system, even when an abnormality in which any one of the installed batteries cannot be monitored occurs, it is necessary to perform a save travel, The battery with the abnormality in monitoring is disconnected and traveled. At this time, there is no problem if the relay or the buck-boost converter connected to the battery in which the abnormality has occurred in the monitoring is normal, but an abnormality occurs in the relay or the buck-boost converter, and the abnormality is due to the on-fixing that connects the battery If it is, the battery that should have been disconnected is connected, and the battery in which the monitoring is abnormal may be charged or discharged.

  The hybrid vehicle and the abnormality determination method according to the present invention provide a relay or booster connected to a battery in which an abnormality has occurred in monitoring without providing a special sensor when the battery in which an abnormality has occurred in monitoring is cut off and the vehicle is traveling in a retracted state. The main purpose is to determine the abnormality of the circuit.

  The hybrid vehicle and abnormality determination method of the present invention employ the following means in order to achieve the above-described main object.

The hybrid vehicle of the present invention
Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting driving power, a generator driving circuit for driving the generator, a motor driving circuit for driving the electric motor, and a chargeable / dischargeable first battery A first booster circuit that exchanges voltage between the power from the first battery and the power on the generator drive circuit and motor drive circuit side, and the first battery and the first booster circuit. A first connection release means for connecting to and releasing the connection, a chargeable / dischargeable second battery, power from the second battery, and power on the generator drive circuit and motor drive circuit side The second booster that receives and exchanges the voltage A second connection release means for connecting and releasing the connection between the second battery and the second booster circuit, and a first monitoring device for monitoring the inter-terminal voltage and the charge / discharge current of the first battery A second monitoring device that monitors the terminal voltage and charging / discharging current of the second battery, and when the terminal voltage and charging / discharging current of the second battery cannot be monitored due to an abnormality of the second monitoring device. Driving with the first connection release means releasing the connection between the first battery and the first booster circuit and the second connection release means releasing the connection between the second battery and the second booster circuit. When performing the retreat travel, the first booster circuit is controlled so that the low voltage system voltage becomes the first target voltage, and the high voltage system voltage is higher than the first target voltage. A predetermined evacuation travel control is executed to control the internal combustion engine, the generator drive circuit, and the electric motor drive circuit so that the motive power necessary for traveling is output to the drive shaft while traveling at a reference voltage. A hybrid vehicle comprising control means,
High voltage system voltage detecting means for detecting a voltage of a high voltage system on the generator drive circuit and motor drive circuit side of the first booster circuit;
While the predetermined evacuation traveling control is being executed by the control means, a voltage between the first target voltage and the second target voltage is set as a threshold voltage and the detected high voltage system An abnormality determination unit that determines that an abnormality has occurred in the second booster circuit and the second disconnection unit when the voltage of the second voltage becomes less than the threshold voltage over a predetermined time;
It is a summary to provide.

  In the hybrid vehicle according to the present invention, the low voltage system target voltage (first target voltage) and the high voltage system target voltage (second target voltage) are being executed while the predetermined evacuation travel control is being executed by the control means. ) Is set as a threshold voltage, and when the voltage of the high voltage system on the generator drive circuit and motor drive circuit side of the first booster circuit becomes less than the threshold voltage for a predetermined time, It is determined that an abnormality has occurred in the 2 booster circuit and the second connection release means. Here, the predetermined evacuation control is performed by setting the first booster circuit so that the low-voltage system voltage becomes the first target voltage in a state where the connection between the second battery and the second booster circuit is released by the second connection release unit. The internal combustion engine, the generator drive circuit, and the motor drive circuit are controlled so that the power necessary for traveling is output to the drive shaft while the high voltage system voltage is held at the second target voltage. To do. Accordingly, in the predetermined evacuation traveling control, if the second booster circuit and the second connection release means function normally, the high-voltage system voltage slightly fluctuates from the second target voltage, but is predetermined for a long time. There is no significant drop from the voltage. Based on this, in the hybrid vehicle of the present invention, it is determined that an abnormality has occurred in the second booster circuit and the second disconnection means when the voltage of the high voltage system becomes less than the threshold voltage for a predetermined time. It is. As a result, when the second battery is disconnected due to an abnormality and the vehicle is traveling in a retracted state, the abnormality of the second booster circuit or the second disconnection means connected to the second battery in which an abnormality has occurred without providing a special sensor is determined. can do.

  In such a hybrid vehicle of the present invention, the second booster circuit includes a first switching element having a positive terminal connected to a positive terminal of the drive circuit, and a positive terminal and a negative terminal of the first switching element. A first diode connected to the terminal in a reverse direction; a positive terminal connected to the negative terminal of the first switching element; and a negative connection terminal of the drive circuit and the second connection release means A second switching element to which the negative electrode of the second battery is connected via the second switching element, a second diode connected in a reverse direction to a positive terminal and a negative terminal of the second switching element, and the first switching One terminal is connected to the negative electrode side terminal of the element and the positive electrode side terminal of the second switching element, and the second battery is connected to the second battery via the second connection release means. And a reactor having a pole connected to the other terminal, wherein the abnormality determination means includes an abnormality caused by an on-fixation of the first switching element as an abnormality of the second booster circuit and the second connection release means. It can also be a means for determining that an abnormality has occurred due to the on-fixation.

  The hybrid vehicle of the present invention further includes a low voltage system voltage detection unit that detects a second low voltage system voltage on the second connection release unit side of the second booster circuit, and the abnormality determination unit includes: A means for determining that an abnormality has occurred in the second booster circuit and the second disconnection means when the detected voltage of the second low voltage system becomes equal to or higher than the threshold voltage for a predetermined time; It can also be. In the predetermined evacuation traveling control, if the second booster circuit and the second connection release means function normally, the voltage of the second low voltage system is maintained at the voltage at the time of disconnection, and the target is set for a long time. It does not greatly exceed the voltage. In the hybrid vehicle of the present invention, based on this, when the voltage of the second low voltage system becomes equal to or higher than the threshold voltage for a predetermined time, an abnormality has occurred in the second booster circuit and the second connection release means. It is determined. As a result, when the second battery is disconnected due to an abnormality and the vehicle is traveling in a retracted state, the abnormality of the second booster circuit or the second disconnection means connected to the second battery in which an abnormality has occurred without providing a special sensor is determined. can do.

  Furthermore, in the hybrid vehicle of the present invention, when it is determined by the abnormality determination means that an abnormality has occurred in the second booster circuit and the second connection release means, the first connection release means and the first battery It is also possible to provide an abnormality control means for releasing the connection with the first booster circuit and stopping the system. In this way, it is possible to prevent the smoothing capacitor connected to the second battery side of the second booster circuit from being damaged.

  Further, in the hybrid vehicle of the present invention, the second battery is a plurality of batteries, and the second connection release means is a plurality for performing connection between each of the plurality of batteries and the second booster circuit and releasing the connection. It is also possible to be a connection release means.

The abnormality determination method of the present invention includes:
Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting driving power, a generator driving circuit for driving the generator, a motor driving circuit for driving the electric motor, and a chargeable / dischargeable first battery A first booster circuit that exchanges voltage between the power from the first battery and the power on the generator drive circuit and motor drive circuit side, and the first battery and the first booster circuit. A first connection release means for connecting to and releasing the connection, a chargeable / dischargeable second battery, power from the second battery, and power on the generator drive circuit and motor drive circuit side The second booster that receives and exchanges the voltage A second connection release means for connecting and releasing the connection between the second battery and the second booster circuit, and a first monitoring device for monitoring the inter-terminal voltage and the charge / discharge current of the first battery A second monitoring device that monitors the terminal voltage and charging / discharging current of the second battery, and when the terminal voltage and charging / discharging current of the second battery cannot be monitored due to an abnormality of the second monitoring device. Driving with the first connection release means releasing the connection between the first battery and the first booster circuit and the second connection release means releasing the connection between the second battery and the second booster circuit. When performing the retreat travel, the first booster circuit is controlled so that the low voltage system voltage becomes the first target voltage, and the high voltage system voltage is higher than the first target voltage. A predetermined evacuation travel control is executed to control the internal combustion engine, the generator drive circuit, and the electric motor drive circuit so that the motive power necessary for traveling is output to the drive shaft while traveling at a reference voltage. An abnormality determination method for determining an abnormality when executing the save travel control in a hybrid vehicle comprising:
The voltage of the high voltage system on the generator drive circuit and motor drive circuit side of the first booster circuit is a voltage between the first target voltage and the second target voltage over a predetermined time. It is determined that an abnormality has occurred in the second booster circuit and the second connection release means,
It is characterized by that.

  In the abnormality determination method of the present invention, the low voltage system target voltage (first target voltage) and the high voltage system target voltage (second target) are being executed while the predetermined saving traveling control is being executed by the control means. When the voltage of the high voltage system on the generator drive circuit and motor drive circuit side of the first booster circuit has become less than the threshold voltage for a predetermined time, It is determined that an abnormality has occurred in the second booster circuit and the second connection release means. Here, the predetermined evacuation control is performed by setting the first booster circuit so that the low-voltage system voltage becomes the first target voltage in a state where the connection between the second battery and the second booster circuit is released by the second connection release unit. The internal combustion engine, the generator drive circuit, and the motor drive circuit are controlled so that the power necessary for traveling is output to the drive shaft while the high voltage system voltage is held at the second target voltage. To do. Accordingly, in the predetermined evacuation traveling control, if the second booster circuit and the second connection release means function normally, the high-voltage system voltage slightly fluctuates from the second target voltage, but is predetermined for a long time. There is no significant drop from the voltage. Based on this, in the hybrid vehicle of the present invention, it is determined that an abnormality has occurred in the second booster circuit and the second disconnection means when the voltage of the high voltage system becomes less than the threshold voltage for a predetermined time. It is. As a result, when the second battery is disconnected due to an abnormality and the vehicle is traveling in a retracted state, the abnormality of the second booster circuit or the second disconnection means connected to the second battery in which an abnormality has occurred without providing a special sensor is determined. can do.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of configurations of a master side booster circuit 55 and a slave side booster circuit 65. It is a flowchart which shows an example of the abnormality determination process routine at the time of the predetermined save travel performed by the hybrid electronic control unit 70 of the embodiment. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as 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, a chargeable / dischargeable master battery 50, a master booster circuit 55 that boosts power from the master battery 50 and supplies the boosted power to the inverters 41 and 42, and the master battery 50 and the master booster circuit 55. System main relay 56 for connecting to and disconnecting from the battery, and chargeable / dischargeable slave batteries 60 and 62 The slave side booster circuit 65 that boosts the power from the slave batteries 60 and 62 and supplies the boosted power to the inverters 41 and 42, and the connection and release of the connection between the slave batteries 60 and 62 and the slave side booster circuit 65, respectively. System main relays 66 and 67 to be performed, and a hybrid electronic control unit 70 for controlling the entire vehicle. Hereinafter, for convenience of explanation, the inverters 41 and 42 from the master booster 55 and the slave booster 65 are referred to as a high voltage system, and the master battery 50 from the master booster 55 is referred to as a first low voltage system. The slave battery 60, 62 side from the slave side booster circuit 65 is referred to as a second low voltage system.

  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 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. While exchanging electric power, electric power is exchanged with the slave batteries 60 and 62 via the inverters 41 and 42 and the slave side booster circuit 65. A power line (hereinafter referred to as a high voltage system power line) 54 connecting the inverters 41 and 42, the master side booster circuit 55 and the slave side booster circuit 65 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. Thus, the electric power generated by one of the motors MG1 and MG2 can be consumed by another motor. 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.

  As shown in FIG. 2, the master side booster circuit 55 includes two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in the reverse direction, and a reactor L1. The two transistors T31 and T32 are connected to the positive and negative buses in the power line 54 to which the inverters 41 and 42 are connected, respectively, and the reactor L1 is connected to the connection point of the two transistors T31 and T32. . Further, a positive terminal and a negative terminal of master battery 50 are connected to reactor L1 and negative bus via system main relay 56, respectively. Therefore, by controlling on / off of the transistors T31 and T32, the DC power of the master battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive and negative buses is lowered. The master battery 50 can be charged. Similarly to the master-side booster circuit 55, the slave-side booster circuit 65 includes two transistors T41 and T42, two diodes D41 and D42 connected in parallel to the transistors T41 and T42 in the reverse direction, and a reactor L2. The two transistors T41 and T42 are connected to the positive and negative buses in the power line 54 to which the inverters 41 and 42 are connected, respectively, and the reactor L2 is connected to the connection point of the two transistors T41 and T42. . Reactor L2 and negative bus are connected to the positive and negative terminals of slave batteries 60 and 62 via system main relays 66 and 67, respectively. Therefore, by controlling on / off of the transistors T41 and T42, the DC power of the slave batteries 60 and 62 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive and negative buses is lowered. Then, the slave batteries 60 and 62 can be charged. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage system power line 54, and a smoothing capacitor 58 is connected to the positive and negative buses of the first low voltage system power line 59. Is connected, and a smoothing capacitor 68 is connected to the positive and negative buses of the second low-voltage power line 69.

  The master battery 50 and the slave batteries 60 and 62 are both configured as lithium ion secondary batteries, and the master battery 50 is managed by a master battery electronic control unit (hereinafter referred to as a master battery ECU) 52. The slave batteries 60 and 62 are managed by a slave battery electronic control unit (hereinafter referred to as slave battery ECU) 64. The master battery ECU 52 receives signals necessary for managing the master battery 50, for example, the terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the master battery 50, and the output terminal on the positive side of the master battery 50. The charging / discharging current Ib1 from the attached current sensor 51b1, the battery temperature Tb1, etc. from the temperature sensor 51c attached to the master battery 50 are input, and data on the state of the master battery 50 is communicated as necessary. Output to the hybrid electronic control unit 70. Further, in order to manage the master battery 50, the master battery ECU 52 calculates the storage amount SOC1 based on the integrated value of the charge / discharge current Ib1 detected by the current sensor 51b, or calculates the stored storage amount SOC1 and the battery temperature Tb1. The input / output limits Win1 and Wout1, which are the maximum allowable power that may charge / discharge the master battery 50, are calculated. In the slave battery ECU 64, signals necessary for managing the slave batteries 60, 62, for example, the inter-terminal voltages Vb2, Vb3 from the voltage sensors 61a, 63a installed between the terminals of the slave batteries 60, 62 are provided. Charge / discharge currents Ib2, Ib3 from current sensors 61b, 63b attached to output terminals on the positive side of each of slave batteries 60, 62, and battery temperatures from temperature sensors 61c, 63c attached to slave batteries 60, 62, respectively. Tb2, Tb3, etc. are input, and data relating to the state of the slave batteries 60, 62 is output to the hybrid electronic control unit 70 by communication as necessary. Further, the slave battery ECU 64 calculates the storage amounts SOC2 and SOC3 based on the integrated values of the charge / discharge currents Ib2 and Ib3 detected by the current sensors 61b and 63b in order to manage the slave batteries 60 and 62. The input / output limits Win2, Wout2, Win3, Wout3 of the slave batteries 60, 62 are calculated based on the stored power amounts SOC2, SOC3 and the battery temperatures Tb2, Tb3. The input / output limits Win1, Wout1, Win2, Wout2, Win3, Wout3 of the master battery 50 and the differential gear 38 are input / output limits Win1, Wout1, Win2, Wout2, Win3, Wout3 based on the battery temperatures Tb1, Tb2, Tb3. , The output limiting correction coefficient and the input limiting correction coefficient are set based on the storage amounts SOC1, SOC2 and SOC3 of the master battery 50 and the differential gear 38, and the set input / output limiting Win1, Wout1, It can be set by multiplying the basic values of Win2, Wout2, Win3, Wout3 by a correction coefficient.

  In the second low voltage system, a charger 90 is connected in parallel to the slave batteries 60 and 62 with respect to the slave booster circuit 65, and a vehicle side connector 92 is connected to the charger 90. The vehicle-side connector 92 is formed so that an external power-side connector 102 connected to an AC external power source (for example, a household power source (AC100V)) 100 that is a power source outside the vehicle can be connected. The charger 90 includes a charging relay that connects and disconnects the second low-voltage system and the vehicle-side connector 92, an AC / DC converter that converts AC power from the external power source 100 into DC power, and AC / DC. A DC / DC converter that converts the voltage of the DC power converted by the converter and supplies the converted voltage to the second low voltage system is provided.

  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 a voltage (high voltage system voltage) VH from the voltage sensor 57 a attached between the terminals of the capacitor 57 and a voltage from the voltage sensor 58 a attached between the terminals of the capacitor 58 ( First low voltage system voltage) VL1, voltage from voltage sensor 68a attached between terminals of capacitor 68 (second low voltage system voltage) VL2, ignition signal from ignition switch 80, slave side boost circuit 65 Detects the slave side current Ibs from the current sensor 65 a attached to the terminal on the high voltage system power line 54 side, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening from the accelerator pedal position sensor 84 cc, brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, and the electric travel priority mode that cancels the electric travel priority mode and sets the hybrid travel priority mode An EV cancel SW signal EVCN or the like from a cancel switch (hereinafter referred to as “EV cancel SW”) 89 is input via an input port. From the hybrid electronic control unit 70, a switching control signal to the switching element of the master side booster circuit 55, a switching control signal to the switching element of the slave side booster circuit 65, and a drive signal to the system main relays 56, 66, 67 , A control signal to the charger 90 is output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the master battery ECU 52, and the slave battery ECU 64 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, various control signals, and the like. We are exchanging data. Note that the hybrid electronic control unit 70 has a storage ratio SOC that is a ratio of the sum of the storage amounts SOC1, SOC2, and SOC3 calculated by the master battery ECU 52 and the slave battery ECU 64 to the total storage capacity of the master battery 50 and slave batteries 60 and 62. Is also calculating.

  In the hybrid vehicle 20 of the embodiment thus configured, when the external power supply side connector 102 and the vehicle side connector 92 are connected after the vehicle is stopped at the home or a preset charging point, charging in the charger 90 is performed. The main relays 56, 66, 67 are turned on and off, and the AC / DC converter and DC / DC converter in the charger 90 are used to control the master battery 50 and the slave using the power from the external power source 100. The batteries 60 and 62 are set to a fully charged state or a predetermined charged state lower than the fully charged state (for example, a state where the storage amounts SOC1, SOC2 and SOC3 are 80% or 85%). Therefore, when the system is started (ignition is turned on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged, the power from the master battery 50 and the slave batteries 60 and 62 is used. It is possible to travel a certain distance (time) in a motor operation mode in which the vehicle travels using only power input / output from / to motor MG2. In addition, since the hybrid vehicle 20 of the embodiment includes the slave batteries 60 and 62 in addition to the master battery 50, the traveling distance (traveling time) in the motor operation mode is made longer than that including only the master battery 50. be able to.

  Further, in the hybrid vehicle 20 of the embodiment, when the system is started (ignition-on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged using the power from the external power supply 100, the system main relay 56 is turned on to connect the master battery 50 and the master side booster circuit 55 and the system main relay 66 is turned on to connect the slave battery 60 and the slave side booster circuit 65 (hereinafter this state is referred to as a first connection state). . Then, input / output from the motor MG2 is performed while controlling the master-side booster circuit 55 and the slave-side booster circuit 65 so that the stored amount SOC2 of the slave battery 60 rapidly decreases as compared with the stored amount SOC1 of the master battery 50. The motor operation mode preferentially travels between the motor operation mode that travels using only power and the hybrid operation mode that travels with the output of power from the engine 22, and the charged amount SOC2 of the slave battery 60 is a predetermined value Sref2. (For example, 25%, 30%, 35%, etc.) or less, the system main relay 66 is turned off, the slave battery 60 and the slave booster circuit 65 are disconnected, the system main relay 67 is turned on, and the slave battery 62 and the slave Side booster circuit 65 (hereinafter this state is referred to as a second connection) State), the charged amount SOC1 of the master battery 50 becomes equal to or less than a predetermined value Sref1 (for example, 30%, 35%, 40%, etc.) and the charged amount SOC3 of the slave battery 62 becomes a predetermined value Sref3 (for example, 25% or 30%). The motor operation mode is preferentially run while controlling the master-side booster circuit 55 and the slave-side booster circuit 65 so as to be less than When the charged amount SOC1 of the master battery 50 becomes equal to or smaller than the predetermined value Sref1 and the charged amount SOC3 of the slave battery 62 becomes equal to or smaller than the predetermined value Sref3, the system main relay 67 is turned off, and the slave battery 62 and the slave booster circuit 65 are connected. After disconnecting, the engine 22 travels while intermittently operating the engine 22 based on the required power required for the vehicle using only the master battery 50 of the master battery 50 and the slave batteries 60 and 62. Hereinafter, when the system main relays 66 and 67 are both turned off when switching from the first connected state to the second connected state, the charged amount SOC1 of the master battery 50 becomes equal to or less than the predetermined value Sref1, and the charged amount of the slave battery 62 A state in which the SOC 3 is equal to or lower than the predetermined value Sref3 and the system main relay 67 is turned off is referred to as a slave cutoff state.

  Further, in the hybrid vehicle 20 of the embodiment, when traveling in the motor operation mode, the hybrid electronic control unit 70 transmits an operation stop signal for stopping the operation of the engine 22 to the engine ECU 24, and a torque command Tm1 for the motor MG1. A value 0 is set for *, and a required torque Tr * set according to the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 is set to control input / output limits Win and Wout described later. The torque command Tm2 * of the motor MG2 is set within the range, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 that has received the operation stop signal stops the operation of the engine 22, and the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * receives the inverter 41 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. , 42 is subjected to switching control. On the other hand, when traveling in the hybrid operation mode, the hybrid electronic control unit 70 rotates the required torque Tr * to the rotational speed of the drive shaft 32 (the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by a conversion factor). To calculate the driving power Pr * required for driving, and from the calculated driving power Pr *, the charging / discharging required power Pb * required by the master battery 50 and the slave batteries 60, 62 (positive on the discharging side, charging) The required power Pe * required for the engine 22 is calculated by subtracting the negative power from the negative side), and the operation line as the relationship between the rotational speed and torque of the engine 22 that can efficiently output the required power Pe * from the engine 22 A target rotational speed Ne * and a target torque Te * of the engine 22 are set and controlled based on (for example, an optimum fuel efficiency operation line) and the required power Pe * The torque command Tm1 * of the motor MG1 is set and the motor MG1 is torqued by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout. The torque obtained by subtracting the torque acting on the drive shaft 32 via the power distribution and integration mechanism 30 when driven by the command Tm1 * from the required torque Tr * is set as the torque command Tm2 * of the motor MG2, and the target rotational speed Ne * The target torque Te * is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount of the engine 22 and the fuel so that the engine 22 is operated at the operating point consisting of the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that executes the injection control, the ignition control, etc., and receives the torque commands Tm1 *, Tm2 * of the motors MG1, MG2, the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. Switching control of the switching elements.

  Next, a description will be given of the evacuation traveling when abnormality occurs in the slave battery ECU 64 and the slave battery ECU 64 cannot manage (monitor) the slave batteries 60 and 62. In this case, the system main relays 56, 66, and 67 are all turned off to disconnect the master battery 50 from the master side booster circuit 55 and the slave batteries 60, 62 from the slave side booster circuit 65. For the voltage VL1 of the master battery 50, the master booster circuit 55 is controlled by feedback control using the voltage VL2 detected by the voltage sensor 58a so as to be held at a target voltage VL * set in advance as a voltage in the vicinity of the voltage of the master battery 50. The voltage VH of the voltage system is an inverter by feedback control using the voltage VH detected by the voltage sensor 57a so as to be held at a target voltage VH * set in advance as a voltage that can output the torque necessary for traveling from the motor MG2. 41 and the accelerator pedal 83 The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft set in accordance with the accelerator opening Acc of the engine, the rotational speed Nr of the ring gear shaft 32a (for example, the gear ratio of the reduction gear 35 to the rotational speed Nm2 of the motor MG2). The engine 22 is controlled so that the required power obtained by multiplying the value obtained by multiplying Gr) is output from the engine 22, and output from the required torque Tr * to the ring gear shaft 32a via the power distribution and integration mechanism 30. The inverter 42 is controlled so that torque obtained by reducing the applied torque is output from the motor MG2. Among these controls, the hybrid electronic control unit 70 executes the control of the master side booster circuit 55, the motor ECU 40 executes the control of the inverter 41, and the hybrid electronic control unit 70 controls the engine 22. It is executed by the engine ECU 24, and the control of the inverter 42 is executed by the hybrid electronic control unit 70 and the motor ECU 40. That is, the required power Pe * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motor MG1 and the motor MG2 are set by the hybrid electronic control unit 70, and the engine 22 requests based on this command. The engine ECU 24 controls the engine 22 so that the power Pe * is output, and the motor ECU 40 controls the inverters 41 and 42 so that the motors MG1 and MG2 are driven based on the torque commands Tm1 * and Tm2 *. With such control, the first low-voltage system voltage VL1 and the high-voltage system voltage VH are held at the target voltage VL * and the target voltage VH *, while the torque output from the engine 22 is converted into a drive shaft. It is possible to travel by outputting to the ring gear shaft 32a.

  In the hybrid vehicle 20 of the embodiment, the determination as to whether or not an abnormality has occurred in the slave side booster circuit 65 and the system main relays 66 and 67 during such a retreat travel is a predetermined retreat travel abnormality determination illustrated in FIG. The processing routine is performed repeatedly at predetermined time intervals (for example, every several tens of msec).

  When the predetermined saving travel time abnormality determination processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 executes the high voltage system voltage VH from the voltage sensor 57a and the second low voltage system voltage from the voltage sensor 68a. Data necessary for abnormality determination such as VL2 is input (step S100), and an intermediate voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset (step S100). S110), the second low voltage system voltage VL2 is greater than the threshold voltage Vset for a predetermined time, or the high voltage system voltage VH is less than the threshold voltage Vset for a predetermined time. (Steps S120 and S130). Since the inverter 41 is feedback controlled so that the high-voltage system voltage VH becomes the target voltage VH *, the high-voltage system voltage VH may deviate from the target voltage VH * by driving the motor MG2, but for a long time. It will never come off. The second low voltage system voltage VL2 holds the voltage when the relays 66 and 67 are turned off (the voltages of the slave batteries 60 and 62). On the other hand, when the transistor T41 constituting the upper arm of the slave side booster circuit 65 has an abnormality due to on-fixing and the system main relay 66 has an abnormality due to on-fixation, the slave side booster circuit 65 and the system main relay 66 As a result, the slave battery 60 is connected to the high voltage system to charge the slave battery 60, and the high voltage system voltage VH cannot be held at the target voltage VH *, or drops. The low-voltage system voltage VL2 cannot be maintained at the voltage when the relays 66 and 67 are turned off, resulting in a phenomenon that becomes high. In the embodiment, when a time period in which any of these phenomena can be determined to be abnormal continues, an abnormality occurs in the slave booster circuit 65 and the system main relay 66 or similarly in the slave booster circuit 65 and the system main relay 67. It is determined that Therefore, as the predetermined time, when there is no abnormality in the slave side booster circuit 65 and the system main relays 66 and 67, the high voltage system voltage VH deviates from the target voltage VH * by the driving of the motor MG2, or the second low When the voltage VL2 of the voltage system deviates from the voltage when the relays 66 and 67 are turned off (voltage of the slave batteries 60 and 62), the target voltage VH * and the target voltage VL are controlled by the control of the inverter 41 and the master side booster circuit 55. * You can use a longer time than needed to get back.

  When the second low voltage system voltage VL2 is not greater than the threshold voltage Vset for a predetermined time or when the high voltage system voltage VH is not less than the threshold voltage Vset for a predetermined time Then, it is determined that there is no abnormality in the slave side booster circuit 65 and the system main relays 66 and 67, and this routine is terminated, and the second low voltage system voltage VL2 becomes larger than the threshold voltage Vset over a predetermined time. Or when the high voltage system voltage VH is lower than the threshold voltage Vset for a predetermined time, the slave side booster circuit 65 and the system main relays 66 and 67 are abnormal due to ON fixation. (Step S140), the system is stopped (step S150), and this routine is terminated. Here, the system is stopped by shutting down the inverters 41 and 42 or the like.

  According to the hybrid vehicle 20 of the embodiment described above, when the slave battery ECU 64 has an abnormality and the slave battery ECU 64 cannot manage (monitor) the slave batteries 60 and 62, An intermediate voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset, and the second low voltage system voltage VL2 is set to the threshold voltage Vset for a predetermined time. When the threshold voltage Vset is lower than the threshold voltage Vset or the high-voltage system voltage VH is larger than the threshold voltage Vset for a predetermined time, the slave side booster circuit 65 and the system main relays 66 and 67 are abnormal due to being stuck on. Can be determined to occur. Thereby, it is possible to determine abnormality of the slave side booster circuit 65 and the system main relays 66 and 67 without providing a special sensor. Of course, when the slave batteries 60 and 62 cannot be managed (monitored) by the slave battery ECU 64, the system main relays 56, 66 and 67 are all turned off to disconnect the master battery 50 from the master booster circuit 55 and the slave battery. 60 and 62 are disconnected from the slave side booster circuit 65, the master side booster circuit 55 is controlled so that the first low voltage system voltage VL1 is held at the target voltage VL *, and the high voltage system voltage VH is set to the target. The engine 22 outputs the required power obtained by controlling the inverter 41 to be held at the voltage VH * and multiplying the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft by the rotational speed Nr of the ring gear shaft 32a. The engine 22 is controlled so that the engine is calculated from the required torque Tr *. 22 to control the inverter 42 so that the torque obtained by reducing the torque that is output from the motor 22 and applied to the ring gear shaft 32a via the power distribution and integration mechanism 30 is output from the motor MG2, and the voltage VL1 of the first low voltage system and While holding the high-voltage system voltage VH at the target voltage VL * and the target voltage VH *, the power output from the engine 22 is torque-converted and output to the ring gear shaft 32a as a drive shaft for traveling.

  In the hybrid vehicle 20 of the embodiment, the intermediate voltage (average voltage) between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset. Vset only needs to be a voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system. Therefore, the target voltage VH * of the high voltage system and the first low voltage system The voltage is not limited to an intermediate voltage (average voltage) with respect to the target voltage VL *, and may be a voltage slightly higher or lower than the average voltage. Preferably, when there is no abnormality in the slave side booster circuit 65 and the system main relays 66 and 67, the voltage of the high voltage system VH is lower than the maximum when the motor MG2 is driven, and the slave battery 60 , 62 should be set in a range higher than the maximum possible voltage for charging.

  In the hybrid vehicle 20 of the embodiment, an intermediate voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset during the evacuation traveling for a predetermined time. When the second low voltage system voltage VL2 is greater than the threshold voltage Vset over a period of time or the high voltage system voltage VH is less than the threshold voltage Vset over a predetermined time, the slave side When it is determined that an abnormality due to ON fixation has occurred in the booster circuit 65 or the system main relays 66 and 67, the system is stopped. However, not only the system but also the next system activation may be prohibited. .

  In the hybrid vehicle 20 of the embodiment, an intermediate voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset during the evacuation traveling for a predetermined time. When the second low voltage system voltage VL2 is greater than the threshold voltage Vset over a period of time or the high voltage system voltage VH is less than the threshold voltage Vset over a predetermined time, the slave side Although it is determined that an abnormality due to ON fixation has occurred in the booster circuit 65 and the system main relays 66 and 67, the target voltage VH * of the high voltage system and the first low voltage system during the retreat travel An intermediate voltage with respect to the target voltage VL * is set as the threshold voltage Vset, and only when the high-voltage voltage VH is less than the threshold voltage Vset for a predetermined time, It may alternatively be determined that the over Bed side step-up circuit 65 and system main relays 66, 67 abnormality due on-fixation occurs.

  In the hybrid vehicle 20 of the embodiment, the master battery 50, the master side booster circuit 55, the slave batteries 60 and 62, and the slave side booster circuit 65 are provided. However, the number of slave batteries is not limited to two, but one or three. It is good also as what is provided above.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 32 connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, and the power from the motor MG2 is output to the drive shaft 32. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 4, the power from the engine 22 is output to the drive shaft 32 connected to the drive wheels 39 a and 39 b via the power distribution and integration mechanism 30. The power from the motor MG2 may be output to an axle (an axle to which wheels 39c and 39d are connected) different from an axle to which the driving shaft 32 is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the embodiment, the present invention has been described as a hybrid vehicle. However, the present invention may be configured as an abnormality determination method for determining an abnormality in the slave side booster circuit 65 and the system main relays 66 and 67 during the retreat travel.

  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 an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to a “motor”. The inverter 41 corresponds to the “generator drive circuit”, the inverter 42 corresponds to the “motor drive circuit”, the master battery 50 corresponds to the “first battery”, and the master side boost circuit 55 corresponds to the “first drive circuit”. The system main relay 56 corresponds to the “first connection release means”, the slave batteries 60 and 62 correspond to the “second battery”, and the slave side boost circuit 65 corresponds to the “second boost circuit”. The system main relays 66 and 67 correspond to “second connection release means”, the master battery ECU 52 corresponds to “first monitoring device”, and the slave battery ECU 64 corresponds to “second monitoring device”. When the slave battery ECU 64 cannot manage (monitor) the slave batteries 60, 62, the system main relays 56, 66, 67 are all turned off to disconnect the master battery 50 from the master booster circuit 55. The slave batteries 60 and 62 are disconnected from the slave side booster circuit 65, the master side booster circuit 55 is controlled so that the first low voltage system voltage VL1 is held at the target voltage VL *, and the high voltage system voltage VH is controlled. Controls the inverter 41 so as to be held at the target voltage VH *, and the required power obtained by multiplying the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft by the rotational speed Nr of the ring gear shaft 32a is from the engine 22. The engine 22 is controlled so that it is output, and the engine torque is calculated from the required torque Tr *. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that control the inverter 42 so that torque obtained by reducing the torque that is output from the motor 22 and applied to the ring gear shaft 32a via the power distribution and integration mechanism 30 is output from the motor MG2. Corresponds to the “control means”, the voltage sensor 57a corresponds to the “high voltage system voltage detection means”, the slave battery ECU 64 is abnormal, and the slave battery ECU 64 manages (monitors) the slave batteries 60 and 62. When the vehicle travels in a evacuated state because it has reached a state where it cannot be performed, an intermediate voltage between the target voltage VH * of the high voltage system and the target voltage VL * of the first low voltage system is set as the threshold voltage Vset, The voltage VL2 of the second low voltage system is greater than the threshold voltage Vset or When the voltage VH of the high voltage system is lower than the threshold voltage Vset over a certain period of time, it is determined that an abnormality due to ON fixation has occurred in the slave side booster circuit 65 and the system main relays 66 and 67. The hybrid electronic control unit 70 corresponds to “abnormality determination 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 “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 “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30 described above, but is connected to four or more shafts by using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any planetary gear mechanism may be used. 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 “generator drive circuit” is not limited to the inverter 41 and may be any circuit that drives the generator. The “drive circuit for the electric motor” is not limited to the inverter 42 and may be any circuit as long as it is for driving the electric motor. The “first battery” is not limited to the master battery 50 configured as a lithium ion secondary battery, but may be a chargeable / dischargeable battery such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. It does not matter as long as it is anything. Further, the “first battery” is not limited to the single master battery 50, and may be configured by a plurality of batteries. The “first booster circuit” is not limited to the master-side booster circuit 55, and exchanges the voltage from the power from the first battery and the power from the generator drive circuit and the motor drive circuit. It does not matter as long as it does. The “first connection release means” is not limited to the system main relay 56, and may be any device as long as it can connect and disconnect the first battery and the first booster circuit. The “second battery” is not limited to the slave batteries 60 and 62 configured as lithium ion secondary batteries, but can be charged and discharged, such as nickel hydride secondary batteries, nickel cadmium secondary batteries, and lead storage batteries. Anything can be used. Further, the “second battery” is not limited to the slave batteries 60 and 62, and may be configured by a single slave battery or may be configured by three or more slave batteries. The “second booster circuit” is not limited to the slave-side booster circuit 65, and exchanges the voltage of the power from the second battery and the power of the generator drive circuit and the motor drive circuit. It does not matter as long as it does. The “second connection release means” is not limited to the system main relays 66 and 67, and any means may be used as long as it can connect and disconnect the second battery and the second booster circuit. Absent. The “first monitoring device” is not limited to the master battery ECU 52, but may be one that monitors the voltage between terminals of the first battery and the charging / discharging current, such as being shared by the hybrid electronic control unit 70. It does not matter as long as it is anything. The “second monitoring device” is not limited to the slave battery ECU 64, and the terminal voltage and charge / discharge current of the second battery such that the master battery ECU 52 is also used and the hybrid electronic control unit 70 is also used. Any device can be used as long as it can be monitored. 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 the slave battery ECU 64 cannot manage (monitor) the slave batteries 60, 62, all the system main relays 56, 66, 67 are turned off and the master battery 50 is boosted on the master side. The master battery booster circuit 55 is controlled so that the slave battery 60, 62 is disconnected from the slave booster circuit 65 and the first low voltage system voltage VL1 is held at the target voltage VL *. A request obtained by controlling the inverter 41 so that the system voltage VH is maintained at the target voltage VH * and multiplying the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft by the rotational speed Nr of the ring gear shaft 32a. The engine 22 is controlled so that power is output from the engine 22, It is not limited to the one that controls the inverter 42 so that torque obtained by reducing the torque output from the engine 22 from Tr * and acting on the ring gear shaft 32a via the power distribution and integration mechanism 30 is output from the motor MG2. When the terminal voltage and charge / discharge current of the second battery cannot be monitored due to an abnormality of the second monitoring device, the first connection releasing means releases the connection between the first battery and the first booster circuit, and the second connection. When performing a traveling travel in a state where the connection between the second battery and the second booster circuit is released by the release means, the first booster circuit is controlled so that the low-voltage system voltage becomes the first target voltage. In addition, the internal combustion engine is driven so that the motive power required for traveling is output to the drive shaft while the high voltage system voltage is held at the second target voltage higher than the first target voltage. As long as it performs a predetermined retreat travel control for controlling a generator drive circuit and the motor drive circuit may be used as any kind. The “high voltage system voltage detection means” is not limited to the voltage sensor 57a, but may detect the voltage of the high voltage system on the generator drive circuit and motor drive circuit side of the first booster circuit. It does not matter as long as it is anything. As the “abnormality determination means”, when an emergency occurs in the slave battery ECU 64 and the slave battery ECU 64 cannot manage (monitor) the slave batteries 60 and 62, the target of the high voltage system is Whether an intermediate voltage between the voltage VH * and the first low voltage system target voltage VL * is set as the threshold voltage Vset, and the second low voltage system voltage VL2 is greater than the threshold voltage Vset over a predetermined time Alternatively, when the voltage VH of the high voltage system is lower than the threshold voltage Vset for a predetermined time, the slave side booster circuit 65 and the system main relays 66 and 67 are abnormal due to ON fixation. It is not limited to what is determined, and during the execution of the predetermined evacuation travel control by the control means, the first A voltage between the target voltage and the second target voltage is set as a threshold voltage, and when the voltage of the high voltage system becomes lower than the threshold voltage for a predetermined time, the second booster circuit and the second connection release means Anything can be used as long as it is determined that an abnormality has occurred.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the hybrid vehicle manufacturing industry.

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 32 drive shaft, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 50 master battery, 51, 61, 63 Temperature sensor, 52 Electronic control unit for master battery (master battery ECU), 54 High voltage system power line, 55 Master side Booster circuit, 56, 66, 67 System main relay, 57, 58, 68 Capacitor, 57a, 58a, 68a Voltage sensor, 59 First low voltage system power line, 60, 62 Slave battery, 64 Slave battery electronics Control unit (slave battery ECU), 65 slave side booster circuit, 69 second low voltage system power line, 70 hybrid electronic control 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, 90 Battery charger, 92 Vehicle side connector, 100 External power supply, 102 External power supply side connector, 228 Clutch, 230 Shifting Machine, MG1, MG2, MG motor, D31, D32, D41, D42 diode, T31, T32, T41, T42 transistor, L1, L2 reactor.

Claims (6)

Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting driving power, a generator driving circuit for driving the generator, a motor driving circuit for driving the electric motor, and a chargeable / dischargeable first battery A first booster circuit that exchanges voltage between the power from the first battery and the power on the generator drive circuit and motor drive circuit side, and the first battery and the first booster circuit. A first connection release means for connecting to and releasing the connection, a chargeable / dischargeable second battery, power from the second battery, and power on the generator drive circuit and motor drive circuit side The second booster that receives and exchanges the voltage A second connection release means for connecting and releasing the connection between the second battery and the second booster circuit, and a first monitoring device for monitoring the inter-terminal voltage and the charge / discharge current of the first battery A second monitoring device that monitors the terminal voltage and charging / discharging current of the second battery, and when the terminal voltage and charging / discharging current of the second battery cannot be monitored due to an abnormality of the second monitoring device. Driving with the first connection release means releasing the connection between the first battery and the first booster circuit and the second connection release means releasing the connection between the second battery and the second booster circuit. when performing retreat travel, the first boosting dose with voltage of the low voltage system of the first connection release means side of the first boost circuit controls the first step-up circuit so that the first target voltage On of the generator drive circuit and said motor drive circuit side high voltage system power said drive shaft required traveling in a state of being held in the first second target voltage higher than the target voltage to the voltage at the A hybrid vehicle comprising: a control means for executing a predetermined evacuation travel control for controlling the internal combustion engine, the generator drive circuit, and the electric motor drive circuit so as to travel by being output;
A high-voltage system voltage detecting means for detecting a voltage of the high voltage system,
While the predetermined evacuation traveling control is being executed by the control means, a voltage between the first target voltage and the second target voltage is set as a threshold voltage and the detected high voltage system An abnormality determination unit that determines that an abnormality has occurred in the second booster circuit and the second disconnection unit when the voltage of the second voltage becomes less than the threshold voltage over a predetermined time;
A hybrid car with The hybrid vehicle according to claim 1,
The second booster circuit is connected in a reverse direction to a first switching element having a positive terminal connected to a positive terminal of the driving circuit, and to a positive terminal and a negative terminal of the first switching element. The positive electrode terminal is connected to the negative electrode side terminal of the first diode and the first switching element, and the negative electrode of the second battery is connected to the negative electrode side connection terminal of the drive circuit and the second connection release means. A second switching element connected; a second diode connected in a reverse direction to a positive terminal and a negative terminal of the second switching element; a negative terminal of the first switching element; A reactor in which one terminal is connected to the positive terminal of the switching element 2 and the positive terminal of the second battery is connected to the other terminal through the second connection release means. It is obtain circuit,
The abnormality determining means is means for determining that an abnormality due to the on-fixation of the first switching element and an abnormality due to the on-fixation of the second connection release means have occurred as the abnormality of the second booster circuit.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
Low voltage system voltage detecting means for detecting a second low voltage system voltage on the second connection release means side of the second booster circuit;
The abnormality determining means has an abnormality in the second booster circuit and the second disconnection means when the detected second low voltage system voltage becomes equal to or higher than the threshold voltage for a predetermined time. Is a means to determine,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
An abnormality control means for stopping the system when it is determined by the abnormality determination means that an abnormality has occurred in the second booster circuit and the second disconnection means;
A hybrid car with A hybrid vehicle according to any one of claims 1 to 4,
The second battery is a plurality of batteries,
The second connection release means is a plurality of connection release means for connecting each of the plurality of batteries to the second booster circuit and releasing the connection.
Hybrid car. Planetary gear in which three rotating elements are connected to three axes of an internal combustion engine, a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator A mechanism, an electric motor capable of inputting and outputting driving power, a generator driving circuit for driving the generator, a motor driving circuit for driving the electric motor, and a chargeable / dischargeable first battery A first booster circuit that exchanges voltage between the power from the first battery and the power on the generator drive circuit and motor drive circuit side, and the first battery and the first booster circuit. A first connection release means for connecting to and releasing the connection, a chargeable / dischargeable second battery, power from the second battery, and power on the generator drive circuit and motor drive circuit side The second booster that receives and exchanges the voltage A second connection release means for connecting and releasing the connection between the second battery and the second booster circuit, and a first monitoring device for monitoring the inter-terminal voltage and the charge / discharge current of the first battery A second monitoring device that monitors the terminal voltage and charging / discharging current of the second battery, and when the terminal voltage and charging / discharging current of the second battery cannot be monitored due to an abnormality of the second monitoring device. Driving with the first connection release means releasing the connection between the first battery and the first booster circuit and the second connection release means releasing the connection between the second battery and the second booster circuit. when performing retreat travel, the first boosting dose with voltage of the low voltage system of the first connection release means side of the first boost circuit controls the first step-up circuit so that the first target voltage On of the generator drive circuit and said motor drive circuit side high voltage system power said drive shaft required traveling in a state of being held in the first second target voltage higher than the target voltage to the voltage at the Executing the evacuation control in a hybrid vehicle comprising: control means for executing a predetermined evacuation travel control for controlling the internal combustion engine, the generator drive circuit, and the electric motor drive circuit so as to travel by being output. An abnormality determination method for determining an abnormality when
When the voltage of the high voltage system becomes lower than a threshold voltage as a voltage between the first target voltage and the second target voltage for a predetermined time, the second booster circuit and the second connection Determining that an abnormality has occurred in the release means,
An abnormality determination method characterized by the above.

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