JP5999024B2 - Hybrid vehicle control system - Google Patents

Description

  The present invention relates to a hybrid vehicle control system including an engine and a motor generator as power sources.

In recent years, a hybrid vehicle equipped with an engine and a motor generator as a power source of a vehicle has attracted attention because of social demands for low fuel consumption and low exhaust emissions.
Among them, in a series parallel hybrid vehicle including two motor generators and a power split mechanism, it is possible to switch between traveling only by the engine, traveling only by the motor generator, and traveling by both the engine and the motor generator depending on the traveling conditions. For example, Patent Document 1 proposes a method of controlling a hybrid vehicle that stops only when a malfunction occurs in the engine and runs only with a motor generator.

JP 2005-51830 A

The vehicle control of the series parallel hybrid vehicle includes an engine control device for controlling the engine system, a motor generator control device for controlling the motor generator system, and an engine and a motor that communicate with the engine control device and the motor generator control device. It is composed of a hybrid vehicle control device that comprehensively controls the drive of the generator.
For example, when an abnormality in which the engine output becomes excessive occurs, (1) the engine control device detects the abnormality and notifies the hybrid vehicle control device, (2) the hybrid vehicle control device that has received the notification has a fail-safe viewpoint. The engine control device is requested to stop the engine operation, and (3) the engine control device stops the engine operation.

  In these processes (1) and (2), bidirectional communication is performed between the engine control device and the hybrid vehicle control device. However, if a communication abnormality occurs in the process (1), the hybrid vehicle control device cannot receive an abnormality notification from the engine control device. Further, when a communication abnormality occurs in the process (2), a situation occurs in which an engine operation stop request from the hybrid vehicle control device is not transmitted to the engine control device.

As a result, if the engine generates an excessive output exceeding the demand from the hybrid vehicle control device, the first motor generator and the pinion gear of the power split mechanism may over-rotate, and further, the main battery may be overcharged. is there.
Such a problem has been caused by the fact that in the conventional hybrid vehicle control system, when communication abnormality occurs, there is no way to stop the operation of the engine by a command from the hybrid vehicle control device.

  The present invention has been created in view of the above points, and an object of the present invention is to generate an abnormality in which the output of an engine becomes excessive in a hybrid vehicle, and to prevent an abnormality between the engine control device and the hybrid vehicle control device. An object of the present invention is to provide a hybrid vehicle control system that stops operation of an engine in response to a command from a hybrid vehicle control device when communication becomes abnormal in at least one direction.

The present invention is a control system applied to a hybrid vehicle having the following configuration.
The hybrid vehicle includes an engine, an engine operation enabling means, a power split mechanism, a first motor generator and a second motor generator, an engine control device, a motor generator control device, and a hybrid vehicle control device.

The engine operation enabling means is operated by electric power supplied via a predetermined specific power path, and establishes a condition that enables the engine to operate. In other words, operating the engine enabling means is a necessary condition for operating the engine.
Specific examples of the engine operation enabling means include a fuel injection valve, a throttle valve, and a spark plug. For example, when the fuel injection valve performs an operation called fuel injection with electric power supplied via a specific electric power path, a condition that allows the engine to operate is established.

The power split mechanism splits the power of the crankshaft of the engine into two systems so that the power of the engine is transmitted to the wheels of the vehicle in one of the systems. The first motor generator is connected to the other system of the power split mechanism and generates power using the power of the engine. The second motor generator performs a power running operation by consuming the electric power generated by the first motor generator.
With this configuration, the rotation speed and torque of the first motor generator, the engine, and the second motor generator are related to each other. This is a premise that the hybrid vehicle control device can estimate the operating state of the engine from the information on the rotation speed and torque of the first motor generator.

The engine control device permits or prohibits the operation of the engine operation enabling means to operate or stop the engine.
The motor generator control device acquires information related to rotation of the first motor generator and the second motor generator, and controls energization of the first motor generator and the second motor generator. “Information related to rotation” includes the number of rotations and torque.
The hybrid vehicle control device communicates with the engine control device and the motor generator control device to control the drive of the engine, the first motor generator, and the second motor generator in an integrated manner.
When the engine control device detects an abnormality in which the engine output becomes excessive, the engine control device notifies the hybrid vehicle control device of the abnormality, and in response to a request from the hybrid vehicle control device, the engine control device 1 relay is configured to be cut off. In other words, in the normal state, it is assumed that the engine control device can stop the engine when the engine output is excessively abnormal.

The hybrid vehicle control system of the present invention is applied to the hybrid vehicle having the above-described configuration, and the motor generator control device, the hybrid vehicle control device, the first relay, and “the specific power path is cut off by a command from the hybrid vehicle control device by itself. Or a proxy interruption means for causing the first relay to interrupt.
In the hybrid vehicle control device, the torque value of the first motor generator is equal to the predetermined upper limit value, and the rotation speed of the first motor generator is increased, which should "be originally reduced by the rotation speed feedback control". At this time, it is estimated that “the engine has an excessive output abnormality”. Then, the proxy cut-off means is commanded to cut off the specific power path, and the engine operation is stopped.

With this configuration, in the hybrid vehicle control system of the present invention, the hybrid vehicle control device estimates engine abnormality from the torque and rotation speed information of the first motor generator without depending on the notification from the engine control device. And a specific electric power path | route can be interrupted | blocked by the direct instruction | command from a hybrid vehicle control apparatus using the "proxy interruption | blocking means" which substitutes for the function of the original 1st relay. Therefore, even when an abnormality occurs in communication between the engine control device and the hybrid vehicle control device, the operation of the engine can be stopped reliably.
Therefore, problems such as over-rotation of the first motor generator and the pinion gear and overcharge of the main battery can be avoided.

1 is a schematic diagram of a hybrid vehicle control system according to a first embodiment of the present invention. It is a schematic block diagram of the power split mechanism of a hybrid vehicle. It is an alignment chart explaining the influence by engine output excessive abnormality. It is a flowchart of the engine abnormality estimation and stop process by 1st Embodiment of this invention. It is a schematic diagram of the hybrid vehicle control system by 2nd Embodiment of this invention. It is a flowchart of the engine abnormality estimation and stop process by 2nd Embodiment of this invention.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
A hybrid vehicle control system according to a first embodiment of the present invention will be described with reference to FIGS. This control system is applied to so-called series parallel hybrid vehicles.
Hereinafter, the control system, which is a characteristic part, will be described in detail while explaining the overall configuration of the hybrid vehicle. A portion surrounded by a one-dot chain line in FIG. 1 is a hybrid vehicle control system (hereinafter, referred to as “HV control system”) 501 of the first embodiment. The HV control system 501 includes a hybrid vehicle control device (hereinafter referred to as “HV control device”) 40, an MG control device 30, a first relay 51, and a second relay 52 as “substitute cutoff means”.

  As shown in FIG. 1, the series-parallel hybrid vehicle includes an engine 11 and two motor generators as a power source for the vehicle. The “motor generator” has both a function as a generator that generates electric power by receiving torque and a function as an electric motor that generates torque by consuming electric power, and is hereinafter referred to as “MG”. In the present embodiment, the first MG 32 is mainly used as a generator, and the second MG 33 is mainly used as an electric motor. The first MG 32 and the second MG 33 are, for example, permanent magnet type synchronous three-phase AC motors.

The engine 11, the first MG 32, and the second MG 33 are connected by the power split mechanism 16. The engine 11 is, for example, a 4-cylinder gasoline engine. The power of the engine 11 is divided into two systems by the power split mechanism 16, the wheels 14 are driven by one of the powers, and the first MG 32 is caused to generate power by the other power. The second MG 33 drives the wheel 14 using the power generated by the first MG 32 and charged in the main battery 44, or directly using the power generated by the first MG 32.
The series-parallel hybrid vehicle can switch between traveling by only the engine 11, traveling by only the second MG 33, and traveling by both the engine 11 and the second MG 33 depending on the traveling condition of the vehicle.

The power split mechanism 16 will be described in detail with reference to FIG.
The power split mechanism 16 includes a planetary gear mechanism including a sun gear 16a, a pinion gear 16b (planetary carrier), a ring gear 16c, and the like. A crankshaft 15 of the engine 11 is connected to the pinion gear 16b via a carrier, and a rotation shaft of the first MG 32 is connected to the sun gear 16a. The power of the ring gear 16c is transmitted to the propeller shaft 17, and the power of the propeller shaft 17 is transmitted to the wheels 14 via the differential gear mechanism 19 and the axle 13 or the like.

  Further, the rotation shaft of the second MG 33 is connected to the propeller shaft 17 via the reduction gear mechanism 18. The reduction gear mechanism 18 includes a planetary gear mechanism that includes a sun gear 18a, a pinion gear 18b, a ring gear 18c, and the like. The sun gear 18 a is connected to the rotation shaft of the second MG 33, and the power of the ring gear 18 c is transmitted to the propeller shaft 17. The ring gear 16 c of the power split mechanism 16 is connected to the ring gear 18 c of the reduction gear mechanism 18.

  In the power split mechanism 16, when the rotational speed of two of the three axes of the sun gear 16a, the pinion gear 16b, and the ring gear 16c is determined, the rotational speed of the remaining one axis is determined. That is, as shown in the collinear diagram of FIG. 3, when the rotation point of the first MG 32 is Ng, the rotation speed of the engine 11 is Ne, and the rotation point of the second MG 33 is Nm, the rotation speeds Ng, Ne, and Nm are collinear. Connected with straight lines on the diagram. Assuming that ρ is a gear ratio obtained by dividing the number of teeth of the sun gear 16a by the number of teeth of the ring gear 16c, the rotational speed Ne of the engine 11 is obtained by dividing the rotational point Ng of the first MG 32 and the rotational point Nm of the second MG 33 by “1: ρ It is a value divided internally.

Further, the following relationship is established with respect to the torque.
Tmp = K × Tmm
Tp = Tep + Tmp
Here, the symbols are as follows.
Tmm: Torque acting on the rotation shaft of the second MG 33 Tmp: Torque acting on the propeller shaft 17 from the second MG 33 Tep: Direct torque transmitted from the engine 11 to the propeller shaft 17 Tp: Torque acting on the propeller shaft 17 K: Reduction gear Gear ratio of mechanism 18 (> 1)

  As described above, the rotation speeds and torques of the first MG 32, the engine 11, and the second MG 33 are correlated with each other. Therefore, it is necessary to comprehensively determine and control how it is optimal to drive the first MG 32, the engine 11, and the second MG 33, depending on the traveling conditions of the hybrid vehicle.

Next, returning to FIG. 1, the description of the system for controlling the hybrid vehicle will be continued.
The engine control device 10, the MG control device 30, and the hybrid vehicle control device (hereinafter referred to as “HV control device”) 40, which will be described below, are configured by a microcomputer or the like, and include a CPU, ROM, I / O, And the bus line etc. which connect these are provided. These control devices execute control by software processing by executing a program stored in advance by the CPU or by hardware processing by a dedicated electronic circuit.

The engine control device 10 acquires information such as the crank angle of the crankshaft 15 and the engine rotation speed based on a crank angle signal input from a crank angle sensor (not shown), and controls the operation of the engine 11.
In this embodiment, as a method of operating the engine 11 or stopping the operation, the operation of “fuel injection into the cylinder” by the fuel injection valve 12 is permitted or prohibited. The fuel injection valve 12 is one of means for establishing a condition that allows the engine 11 to be operated, and corresponds to “engine operation enabling means” recited in the claims. Permitting the operation of the fuel injection valve 12 that is the “engine operation enabling means” is a necessary condition for operating the engine 11.

During normal operation of the engine 11, the engine control device 10 supplies operating power from the auxiliary battery 46 to the fuel injection valve 12 via the power path Pi, and further determines the timing of fuel injection via the control path Ci. By instructing the conditions, the fuel injection valve 12 is operated.
Further, when the engine control device 10 detects an abnormality in the “engine system”, the engine control device 10 notifies the HV control device 40 of the occurrence of the abnormality. The “engine system” includes peripheral devices such as an intake / exhaust system, a fuel supply system, and an ignition system for properly operating the engine 11 in addition to the engine 11 itself.
The engine system abnormality can be considered to be the case where the output of the engine 11 is excessive to the request, the engine output is excessively small, or the engine 11 is not operated at all. Subject to assignment. It should be noted that when “engine output excessive abnormality” is mentioned, it does not matter whether the cause is the engine 11 itself or a peripheral device.

The HV control device 40 that has received the “engine output excessive abnormality” notification from the engine control device 10 requests the engine control device 10 to stop the operation of the engine 11 from the viewpoint of fail-safe.
When there is a request for stopping the engine operation from the HV control device 40, the engine control device 10 stops the operation of the engine 11 by prohibiting the operation of the fuel injection valve 12 by stopping the supply of the operating power of the fuel injection valve 12. Stop. The basic idea is that the necessary condition for operating the engine 11 is broken to make the condition that the engine 11 can be operated unsatisfactory.
Hereinafter, the power path Pi that is a target to be shut down when the operation of the engine 11 is stopped is referred to as a “specific power path Pi”. That is, the specific power path Pi is a power path that supplies operating power to the “engine operation enabling means”.

The HV control system 501 of the present embodiment is characterized by including a first relay 51 and a second relay 52 as “substitution blocking means” as hardware means for cutting off the specific power path Pi. The first relay 51 is provided in the specific power path Pi and opens and closes according to a command input from the engine control device 10 via the signal path Se. The second relay 52 is provided in series with the first relay 51 in the specific power path Pi, and opens and closes according to a command input from the HV control device 40 via the signal path Shv.
With this configuration, the operating power from the auxiliary battery 46 is supplied to the fuel injection valve 12 only when both the first relay 51 and the second relay 52 are conducted. The opening / closing control of the first relay 51 and the second relay 52 will be described later.

  The auxiliary battery 46 is charged with a voltage of about 12 V generated by converting the voltage of the main battery 44 in the power conversion unit 20 described later. The auxiliary battery 46 supplies operating voltage to various vehicle auxiliary machines such as an electric power steering device, a power window device, and a wiper device, in addition to the fuel injection valve 12.

Subsequently, MG control will be described. The MG control device 30 performs control so that the first MG 32 and the second MG 33 appropriately exchange power with the main unit battery 44 via the power conversion unit 20.
The main battery 44 is a chargeable / dischargeable power storage device configured by, for example, a secondary battery such as nickel metal hydride or lithium ion, or an electric double layer capacitor. The main battery 44 is charged in a range where SOC (State Of Charge) is equal to or less than the limit charge amount, and can store DC power supplied to the power conversion unit 20. As an indicator of the amount of charge, dischargeable power Wout / chargeable power Win (for example, JP 2009-98882 A) may be used.

  The power conversion unit 20 includes a DCDC converter 21, a first inverter 22 that drives the first MG 32, a second inverter 23 that drives the second MG 33, and the like. The DCDC converter 21 boosts or steps down the voltage of the main battery 44 and outputs it. Inverters 22 and 23 are composed of a plurality of bridge-connected switching elements, and convert DC power and three-phase AC power to each other.

  Regarding the first MG 32, the three-phase AC power generated by the first MG 32 is mainly converted into DC power by the first inverter 22, and is regenerated to the main battery 44 via the DCDC converter 21. Regarding the second MG 33, the DC power of the main battery 44 is mainly input to the second inverter 23 via the DCDC converter 21, converted into three-phase AC power, and supplied to the second MG 33.

  The MG control device 30 acquires an electrical angle detected by a rotation angle sensor (not shown) provided near each rotor of the first MG 32 and the second MG 33, and based on this electrical angle, the rotational speed Ng of the first MG 32 and the second MG 33 , Nm is calculated. The MG control device 30 controls the energization of the first MG 32 and the second MG 33 by controlling the switching operation of the DCDC converter 21 and the inverters 22 and 23 based on information such as the rotational speed in accordance with a command from the HV control device 40. .

  The HV control device 40 receives an accelerator signal from an accelerator sensor, a brake signal from a brake switch, a shift signal from a shift switch, a vehicle speed signal related to the speed of the vehicle, and the like based on the acquired information. Judging comprehensively. The HV control device 40 communicates signals between the engine control device 10 and the MG control device 30, and controls the driving of the engine 11, the first MG 32, and the second MG 33 in an integrated manner.

  By the way, as described above, when the “engine output excessive abnormality” occurs, the engine control device 10 that has detected the abnormality notifies the HV control device 40 of the occurrence of the abnormality, and the HV control device 40 that has received the abnormality notification controls the engine. The apparatus 10 is requested to stop the operation of the engine 11. That is, after the bidirectional communication step of the engine control device 10 → HV control device 40 → engine control device 10, the engine control device 10 cuts off the relay of the specific power path Pi, so that the operation of the engine 11 is stopped. The

Here, as a comparative example with the present embodiment, a configuration in which only the first relay 51 is provided in the specific power path Pi of FIG. Then, it is assumed that communication between the engine control device 10 and the HV control device 40 is disconnected in at least one direction (shown as “communication ×” in FIG. 1).
In this state, at least one of the abnormality notification signal from the engine control device 10 to the HV control device 40 or the engine operation stop request signal from the HV control device 40 to the engine control device 10 is not communicated. Therefore, there is a disadvantage that the operation of the engine 11 cannot be stopped even though the engine output excessive abnormality has occurred.

  The effect when the engine speed Ne abnormally increases due to the excessive output of the engine 11 will be described with reference to the alignment chart of FIG. A state indicated by a broken line in FIG. 3 is a normal operation state. From this state, it is assumed that the output of the engine 11 becomes excessive with respect to the request of the HV control device 40 and the engine speed Ne increases as shown in <1>. If the second MG rotation speed Nm does not change, the first MG rotation speed Ng greatly increases as shown in <2> as the engine rotation speed Ne increases. For this reason, the first MG 32 and the pinion gear 16b of the power split mechanism 16 may be over-rotated. In FIG. 3, the first MG rotation speed Ng is shown as exceeding the upper limit value.

Further, as the first MG rotation speed Ng is made to follow the target rotation speed, the rotation speed Ng of the first MG 32 is decreased and the regenerative torque is increased as shown in <3>. As a result, the amount of power generated by the first MG 32 increases. The main battery 44 may be overcharged, that is, the SOC may exceed the limit amount or the rechargeable power Win may be exceeded.
Therefore, in order to solve this problem, the HV control system 501 of the present embodiment provides the second relay 52 that opens and closes in response to a command from the HV control device 40 in the specific power path Pi in series with the first relay 51. The “engine abnormality estimation and stop process” described below is executed.

Next, “engine abnormality estimation and stop processing” by the HV control device 40 will be described with reference to the flowchart of FIG. 4. In the present embodiment, this process is repeated in a predetermined cycle while the engine 11 is operating. Here, “engine abnormality” means an excessive output abnormality. In addition, if the communication with the engine control device 10 is normal, the information on the engine abnormality can be acquired by the notification from the engine control device 10, whereas the HV control device 40 does not depend on the notification from the engine control device 10. Indirectly obtaining information on engine abnormality from information on the first MG 32 is referred to as “engine abnormality estimation”.
In the following description of the flowchart, the symbol “S” means a step.

  In S01, it is determined whether the torque command value for the first MG 32 is equivalent to a preset upper limit value. As shown in the nomogram of FIG. 3, the torque command value of the first MG 32 is a torque value that is comprehensively calculated from the relationship between the rotational speeds Ne and Nm of the engine 11 and the second MG 33. Also, assuming feedback control by the MG control device 30, instead of the torque command value, a detected value by a torque sensor or an estimated value calculated based on the dq axis current is adopted as the “torque value of the first MG 32”. Also good. Further, the range “equivalent to the upper limit value” may be appropriately set in consideration of calculation accuracy, noise, and the like, such as “within several% of the upper limit value”.

In S02, it is determined whether the change ΔNg in the rotational speed of the first MG 32 is greater than zero, that is, whether the rotational speed of the first MG 32 is increasing. In the present embodiment, the rotation speed Ng of the first MG 32 is directly detected by a rotation angle sensor provided near the rotor of the first MG 32. In addition, an estimated value of the rotational speed Ng of the first MG 32 estimated from the rotational speed Nm of the second MG 33 and the rotational speed Ne of the engine 11 may be adopted based on the nomograph (see FIG. 3). Further, the sampling period of the detected value or the calculation period and the number of times of the estimated value may be set appropriately.
Note that the execution order of S01 and S02 may be either first.

  If both S01 and S02 are YES, “the torque command value of the first MG 32 has reached the upper limit value, so the rotational speed Ng should be reduced by the rotational speed feedback control, but in reality the rotational speed Ng The fact can be recognized as "is rising". From this, it is estimated that “the engine 11 outputs more power than requested by the HV control device 40, that is, the output is excessively abnormal”. Therefore, the HV control device 40 proceeds to S03A in order to stop the operation of the engine 11 from the viewpoint of fail-safe.

  Here, if the output of the engine 11 is excessive, or if an event that is a precursor of an abnormality has occurred in the engine 11 or a peripheral device, the engine control device 10 originally detects and notifies the HV control device 40 Should do. However, since there was actually no notification, it is indirectly estimated that an abnormality has occurred in communication between the engine control device 10 and the HV control device 40.

  In S03A, the HV control device 40 commands the cutoff of the second relay 52 via the signal path Shv. As a result, the specific power path Pi is cut off, and fuel injection by the fuel injection valve 12 is prohibited. Therefore, the operation of the engine 11 can be stopped. Therefore, overcharge of the first MG 32 and the pinion gear 16b and overcharge of the main battery 44 due to excessive power generation of the first MG 32 can be prevented.

  As described above, in the present embodiment, the HV control device 40 estimates the engine abnormality from the torque and rotation speed information of the first MG 32 without depending on the notification from the engine control device 10. Then, the specific power path Pi can be cut off by using the second relay 52 as “substitution cut-off means” acting as a substitute for the original function of the first relay 51 by a direct command from the HV control device 40. Therefore, even if an abnormality occurs in communication between the engine control device 10 and the HV control device 40, the operation of the engine 11 can be reliably stopped.

(Second Embodiment)
Next, a hybrid vehicle control system according to a second embodiment of the present invention will be described with reference to FIGS. The second embodiment differs in the configuration of the “substitution blocking means” for cutting off the specific power path Pi when the HV control device 40 estimates an excessive output abnormality of the engine 11. In addition, about the structure and step which are substantially the same as 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

As shown in FIG. 5, the HV control system 502 according to the second embodiment includes a first relay 51 as a hardware unit for cutting off the specific power path Pi, and an AND operation unit as a “substitution cutoff unit”. 53.
The AND operator 53 has two input terminals 531 and 532 and one output terminal 533. An ON / OFF signal is input to the input terminal 531 via the signal path Se from the engine control apparatus 10, and an ON / OFF signal is input to the input terminal 532 via the signal path Shv from the HV control apparatus 40. Here, the ON signal is, for example, a signal of several volts, and the OFF signal is a signal of about 0V. In addition, “off signal is input” includes “no significant signal is input”.

The output terminal 533 of the AND operator 53 is connected to the control terminal of the first relay 51.
When an ON signal is input from the engine control device 10 and an ON signal is input from the HV control device 40, the AND operation unit 53 outputs an ON signal according to an AND condition and makes the first relay 51 conductive.

  During normal operation of the engine 11, an ON signal is input to the logical product calculator 53 from both the engine control device 10 and the HV control device 40. Therefore, the output of the AND operator 53 becomes an ON signal, the first relay 51 becomes conductive, and the power of the auxiliary battery 46 is supplied to the fuel injection valve 12 via the specific power path Pi. Therefore, the engine 11 is in an operable state.

  Next, when the engine 11 has an excessive output abnormality and the communication between the engine control device 10 and the HV control device 40 is normal, the engine control device 10 detects the excessive output abnormality and notifies the HV control device 40 of the abnormality. Then, the engine control device 10 outputs an off signal to the signal path Se in order to prohibit the operation of the fuel injection valve 12 in response to a request from the HV control device 40. As a result, the output of the AND operator 53 becomes an off signal, so that the first relay 51 is cut off and the specific power path Pi is cut off. As a result, the operation of the engine 11 is stopped.

Next, when the engine 11 has an excessive output abnormality and further communication between the engine control device 10 and the HV control device 40 becomes abnormal, the engine control device 10 cannot obtain an operation stop request from the HV control device 40. Therefore, the ON signal is continuously output. Therefore, the operation of the engine 11 cannot be stopped by a command from the engine control device 10.
On the other hand, in preparation for such a situation, the HV control device 40 repeatedly executes “engine abnormality estimation and stop processing” in a predetermined cycle while the engine 11 is operating.

In the “engine abnormality estimation and stop process” of the second embodiment shown in the flowchart of FIG. 6, S03B is executed instead of S03A (see FIG. 4) of the first embodiment.
When it is determined YES in both S01 and S02 and an output excessive abnormality of the engine 11 is estimated, in S03B, the HV control device 40 outputs an OFF signal to the AND operator 53 via the signal path Shv. Accordingly, the AND operator 53 outputs an off signal because at least one of the inputs is an off signal. Therefore, the first relay 51 is cut off, and the specific power path Pi is cut off. As a result, the operation of the engine 11 is stopped.

  In this way, the AND operator 53, which is the “substitution blocking means” of the second embodiment, does not block the specific power path Pi by itself unlike the second relay 52 of the first embodiment, but the first relay 51. The specific mode is different in that the specific power path Pi is “cut off” by acting on the. However, the same effect as that of the first embodiment is achieved in that the operation of the engine 11 can be stopped by a command from the HV control device 40.

(Other embodiments)
(A) Instead of or in addition to the fuel injection valve 12 of the above-described embodiment, as the “engine operation enabling means”, a throttle valve for adjusting the intake amount to the engine 11 or an air-fuel mixture in the cylinder is ignited and exploded. A spark plug or the like may be employed. Supplying the operating power to the throttle valve to have an appropriate opening degree or supplying the operating power to the spark plug for discharging can be a necessary condition for operating the engine 11.

Conversely, the specific power path to the throttle valve and the spark plug is shut off, the throttle valve is fully closed, or the spark plug is not discharged, so that the condition that enables the engine 11 to operate is not established. Can do. Therefore, the same effect as the fuel injection valve 12 of the above embodiment can be obtained.
The engine is not limited to a gasoline engine, and may be a diesel engine, a vaporized fuel engine, or the like.

  (A) The physical form of the signal path Se from the engine control apparatus 10 to the first relay 51 and the signal path Shv from the HV control apparatus 40 to the second relay 52 or the AND operator 53 are not limited. When the relays 51 and 52 or the logical product calculator 53 are provided separately from the control devices 10 and 40, the signal paths Se and Shv may be configured by cables. When the relays 51 and 52 or the logical product calculator 53 are provided integrally with the control devices 10 and 40, the signal paths Se and Shv may be formed as conductive paths in the substrate.

  (C) In the above embodiment, the HV control device 40 repeatedly performs the “engine abnormality estimation and stop process” of FIG. 4 or 6 in a predetermined cycle while the engine 11 is operating. Then, an excessive output abnormality of the engine 11 is estimated from the determination result that both S01 and S02 are YES, and the fact that the communication between the engine control device 10 and the HV control device 40 is not normally performed is obtained as a result. It becomes. In other words, the HV control device 40 does not leave the functions of monitoring the engine operating state and executing the operation stop to the engine control device 10 in parallel so that the communication abnormality can occur any time. The idea is to realize fail-safe.

  In another concept, the “engine abnormality estimation and stop process” may be executed only when a communication abnormality is detected in advance of monitoring the communication state. As an example of monitoring the communication state, there is a method of sending a dummy signal from one side and confirming that the other has been received reliably. That is, if the communication state between the engine control device 10 and the HV control device 40 is normal, the functions of monitoring the engine operation state and executing the operation stop are left to the engine control device 10, and only when the communication state is abnormal, the HV The idea is that the controller 40 realizes fail-safe by substituting the function of the engine controller 10.

(D) The power split mechanism of the above embodiment is constituted by a planetary gear mechanism, and the driving force is mechanically transmitted. In addition, an electromagnetic clutch or a fluid coupling may be used as the power split mechanism.
(E) Although the motor generator of the above embodiment is a permanent magnet type synchronous three-phase AC motor, other than this, an induction motor or other synchronous motor or generator may be used.

(F) The first relay and the second relay are not limited to electromagnetic ones as illustrated in FIGS. 1 and 5 of the above embodiment, and can be opened and closed by a control signal to shut off or conduct the specific power circuit Pi. Any method may be used.
As mentioned above, this invention is not limited to the said embodiment at all, In the range which does not deviate from the meaning of invention, it can implement with a various form.

10 ... Engine control device, 11 ... Engine,
12 ... Fuel injection valve (engine operation enabling means),
30 ... MG control device,
32 ... 1st MG (1st motor generator),
33 ... 2nd MG (2nd motor generator),
40 ... HV control device (hybrid vehicle control device),
501, 502 ... HV control system (hybrid vehicle control system),
51 ... 1st relay,
52... Second relay (substitution blocking means),
53 ... AND operator (substitution blocking means),
Pi: specific power path.

Claims (3)

An engine (11);
Engine operation enabling means (12) that is operated by electric power supplied via a predetermined specific electric power path (Pi) and establishes a condition that enables the engine to operate;
A power split mechanism (16) that splits the power of the crankshaft (15) of the engine into two systems so that the power of the engine is transmitted to the wheels of the vehicle in one of the systems;
A first motor generator (32) connected to the other system of the power split mechanism and generating power by the power of the engine;
A second motor generator (33) that performs a power running operation by consuming electric power generated by the first motor generator;
An engine control device (10) for operating or stopping the engine by permitting or prohibiting the operation of the engine operation enabling means;
A motor generator control device (30) for acquiring information relating to rotation of the first motor generator and the second motor generator, and for controlling energization of the first motor generator and the second motor generator;
A hybrid vehicle control device (40) that communicates with the engine control device and the motor generator control device and controls the drive of the engine, the first motor generator, and the second motor generator in an integrated manner;
The engine control device notifies the abnormality to the hybrid vehicle control device when detecting an abnormality in which the output of the engine becomes excessive, and is provided in the specific power path in response to a request from the hybrid vehicle control device. A control system (501, 502) applied to a hybrid vehicle configured to cut off the first relay (51) provided,
The motor generator control device;
The hybrid vehicle control device;
The first relay;
Proxy cut-off means (52, 53) that cuts off the specific power path by a command from the hybrid vehicle control device or cuts off the first relay;
The hybrid vehicle control device includes:
When the torque value of the first motor generator is equal to a predetermined upper limit value and the rotational speed of the first motor generator is increasing, the proxy cutoff means is commanded to shut off the specific power path. A hybrid vehicle control system for stopping operation of the engine. The proxy cut-off means is a second relay (52) connected in series with the first relay to the specific power path and opened / closed by a command from the hybrid vehicle control device,
The hybrid vehicle control device includes:
The second relay is instructed to be shut off when the torque value of the first motor generator is equal to a predetermined upper limit value and the rotational speed of the first motor generator is increasing. Item 5. The hybrid vehicle control system (501) according to item 1. The proxy blocking means has two input terminals to which an on / off signal from the engine control device and an on / off signal from the hybrid vehicle control device are input, and an output terminal connected to the control terminal of the first relay. And an AND operation unit (53) for outputting an ON signal for conducting the first relay when an ON signal is input to the two input terminals.
The hybrid vehicle control device includes:
When the torque value of the first motor generator is equal to a predetermined upper limit value and the rotation speed of the first motor generator is increasing, an OFF signal is output to one input terminal of the AND operator The hybrid vehicle control system (502) according to claim 1, wherein the first relay is cut off.

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