JP6107565B2 - Hybrid vehicle control device - Google Patents

Description

  The present invention relates to a hybrid vehicle control device that generates driving force in a hybrid vehicle including a plurality of driving force sources.

In recent years, hybrid vehicles equipped with engines, motor generators, and the like as vehicle driving power sources have attracted attention due to social demands for low fuel consumption and low exhaust emissions. In a hybrid vehicle, a plurality of ECUs that control each driving force source and an ECU that controls these driving ECUs and mediates the driving force cooperate to generate driving force for the entire vehicle.
Further, in Patent Document 1, in a vehicle control device including a master ECU having a self-diagnosis function and a plurality of slave ECUs, information indicating that abnormality has occurred as a result of self-diagnosis by connecting the master ECU and the slave ECU via an in-vehicle LAN. Is disclosed for communicating via an in-vehicle LAN.

Japanese Patent No. 5272383

  In a hybrid vehicle, if the microcomputer malfunctions in one of the ECUs that controls the driving force source, and if the ECU that mediates the driving force is normal, the occurrence of a driving force abnormality in the entire vehicle is prevented. Can do. However, if the ECU microcomputer that mediates the driving force becomes abnormal, there is a possibility that the driving force may be abnormal.

Here, assuming that the technique of Patent Document 1 is applied to a hybrid vehicle, an ECU that mediates driving force is a master ECU, and a plurality of ECUs that control a driving force source are slave ECUs. In this configuration, when the microcomputer of the master ECU becomes abnormal, the slave ECU is notified via the communication line that the abnormality has occurred. If the slave ECU that has received the notification immediately executes an appropriate “treatment at the time of abnormality”, it is possible to prevent the occurrence of a driving force abnormality.
However, when a communication line is used as a notification means from the master ECU to the slave ECU, the slave ECU cannot immediately take appropriate measures due to a delay in notification due to communication, etc. There is a risk that it cannot be prevented.

  The present invention was created in view of the above points, and its purpose is to provide a driving force source when a microcomputer of an ECU that mediates driving force becomes abnormal in a hybrid vehicle having a plurality of driving force sources. An object of the present invention is to provide a hybrid vehicle control device that appropriately notifies an ECU to be controlled and prevents the occurrence of a driving force abnormality.

The present invention relates to a hybrid vehicle control device that is mounted on a hybrid vehicle including a plurality of driving force sources and controls the driving force of the vehicle. The hybrid vehicle control device includes a master ECU, a plurality of slave ECUs, and a dedicated signal line.
The master ECU has a microcomputer and a monitoring unit that monitors whether the microcomputer is normal, and comprehensively controls the driving force generated by the plurality of driving force sources based on the driving state of the vehicle.
The slave ECU corresponds to a plurality of driving force sources and controls the driving force generated by the driving force source.
A signal from the monitoring unit is notified to the slave ECU via a dedicated signal line.

When the monitoring unit determines that the microcomputer of the master ECU is abnormal, the monitoring unit notifies the slave ECU of the abnormality of the microcomputer based on transmission or non-transmission of the signal via the dedicated signal line , and complies with the communication standard. Information that the microcomputer is abnormal is further communicated to the slave ECU via the communication line . Receiving the notification, the slave ECU recognizes that there is at least a possibility of malfunction of the microcomputer, and makes the following judgment based on the combination of information from the dedicated signal line and the communication line, and executes the prescribed abnormal action To do.
Normal when the information from the dedicated signal line and the information from the communication line are both normal.
Communication error when the information from the dedicated signal line is normal and the information from the communication line is abnormal.
A signal error occurs when the information from the dedicated signal line is abnormal and the information from the communication line is normal.
A microcomputer error occurs when both the information from the dedicated signal line and the information from the communication line are abnormal.

  Here, the communication line means a line that complies with a communication standard, and means that can transmit various information. On the other hand, the dedicated signal line refers to a line that transmits a specific signal such as activation or deactivation of the slave ECU. The communication line is suitable for transmitting a large amount of information at a time, but there is a possibility that notification of highly urgent information such as a malfunction of a microcomputer may be delayed.

  Therefore, the present invention is characterized in that a signal from the monitoring unit is notified to the slave ECU via a dedicated signal line. Here, the means of “notifying via the dedicated signal line” includes not only transmitting a new signal but also not transmitting the signal that was originally transmitted. For example, the microcomputer abnormality may be notified by cutting off the activation signal transmitted at the normal time via the activation signal line. Alternatively, the microcomputer abnormality may be notified by newly transmitting a stop signal via the stop signal line.

Thus, in the present invention, when the master ECU, that is, the microcomputer of the ECU that adjusts the driving force becomes abnormal, the slave ECU, that is, the driving force source is controlled via the dedicated signal line when the abnormality occurs. Notify the ECU appropriately. The slave ECU that has received the notification executes “predetermined abnormality handling” such as idle running or emergency stop by autonomous operation.
Therefore, it is possible to suitably prevent the occurrence of a driving force abnormality as compared with the case of using a communication line as the notification means as in the conventional technique.

  However, since the signal on the dedicated signal line may be transmitted or not transmitted for reasons other than the malfunction of the microcomputer, the slave ECU that has received the notification recognizes at least that there is a possibility of the malfunction of the microcomputer. It stays, and it cannot be determined that it is definitely a microcomputer abnormality.

Therefore, in addition to the notification by the dedicated signal line , the monitoring unit further communicates information that the microcomputer is abnormal via the communication line, and the slave ECU that has received the notification transmits the information from the dedicated signal line and the communication line. Determine the abnormality of the microcomputer by the combination.
Note that the monitoring unit notifies the slave ECU of a microcomputer abnormality via a plurality of dedicated signal lines, for example, a start signal line and a stop signal line, and the slave ECU that has received the notification receives the notification from the start signal line and the stop signal line. An abnormality of the microcomputer may be determined by a combination of information .
Thereby, more appropriate treatment according to the situation can be performed.

1 is a drive system diagram of a hybrid vehicle to which a hybrid vehicle control device according to an embodiment of the present invention is applied. The schematic diagram of the drive system of FIG. The schematic diagram of the hybrid vehicle control apparatus by 1st Embodiment of this invention at the time of (a) normal driving | operation, (b) microcomputer abnormality. The flowchart of the microcomputer abnormality notification process by 1st Embodiment of this invention. The schematic diagram of the hybrid vehicle control apparatus by 2nd Embodiment of this invention. The schematic diagram of the hybrid vehicle control apparatus by 3rd Embodiment of this invention. The flowchart of the abnormal state judgment processing by 3rd Embodiment of this invention. The judgment table used for the abnormal condition judgment processing of FIG.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. The third embodiment corresponds to “a mode for carrying out the invention described in the claims”.
(Common configuration)
An example of a hybrid vehicle drive system to which the hybrid vehicle control device of each embodiment is commonly applied will be described with reference to FIG. FIG. 1 shows a so-called series parallel hybrid vehicle. A portion surrounded by a one-dot chain line in FIG. 1 corresponds to the hybrid vehicle control device of the present invention.

  As shown in FIG. 1, the series-parallel hybrid vehicle includes an engine 2 and two motor generators as a driving force 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 3 is mainly used as a generator, and the second MG 4 is mainly used as an electric motor. The first MG3 and the second MG4 are, for example, permanent magnet type synchronous three-phase AC motors.

  The engine 2, the first MG 3 and the second MG 4 are connected by a power split mechanism 26. The engine 2 is, for example, a 4-cylinder gasoline engine. The power of the engine 2 is divided into two systems by the power split mechanism 26, and the wheels 24 are driven through the differential gear mechanism 29 and the axle 23 with one of the powers, and the first MG 3 is generated with the other power.

  The power conversion unit 32 includes a boost (DCDC) converter 33 that boosts the voltage of the battery 31, a first inverter 34 and a second inverter 44 that drive the first MG3 and the second MG4, respectively. The first inverter 34 and the second inverter 44 are composed of a plurality of bridge-connected switching elements, and convert DC power and three-phase AC power to each other.

The three-phase AC power generated by the first MG 3 is converted into DC power by the first inverter 34 and regenerated to the battery 31 via the boost converter 33.
The second MG 4 uses the three-phase AC power converted by the second inverter 44 to output torque by a power running operation. The driving force by the second MG 4 is transmitted to the wheels 24 through the propeller shaft 27, the differential gear mechanism 29, and the axle 23.

Each of these driving force sources is controlled by an “ECU that controls the driving force source”. That is, the engine 2 is controlled by the engine ECU 20, the first MG 3 is controlled by the first MG-ECU 30, and the second MG 4 is controlled by the second MG-ECU 40.
The engine ECU 20 acquires information such as the crank angle of the crankshaft 25 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 2.
The first MG-ECU 30 and the second MG-ECU 40 control the switching operation of the boost converter 33 and the inverters 34 and 44 based on an electrical angle signal or the like from a rotation angle sensor provided in the vicinity of the rotors of the first MG 3 and the second MG 4. Thus, energization of the first MG 3 and the second MG 4 is controlled.

  A hybrid ECU (hereinafter referred to as “HV-ECU”) 10 receives an accelerator signal from an accelerator sensor, a brake signal from a brake switch, a shift signal from a shift switch, and a vehicle speed signal related to the speed of the vehicle. Based on the obtained information, the driving state of the vehicle is comprehensively determined. The HV-ECU 10 communicates information with the engine ECU 20, the first MG-ECU 30, and the second MG-ECU 40, and controls the driving force generated by the engine 2, the first MG 3 and the second MG 4 based on the driving state of the vehicle. To control the driving force of the entire vehicle.

  With the driving force arbitration of the HV-ECU 10, the series parallel hybrid vehicle can switch, for example, traveling by only the engine 2, traveling by only the second MG4, traveling by both the engine 2 and the second MG4 according to the traveling conditions of the vehicle. it can.

The hybrid vehicle control devices 91, 92, and 93 according to the embodiments of the present invention include an HV-ECU 10 that is an ECU that adjusts a driving force, an engine ECU 20 that is an ECU that controls a driving force source, a first MG-ECU 30, and a second MG. -It is comprised from ECU40.
FIG. 2 shows a schematic diagram that generalizes the relationship between the hybrid vehicle control device and the driving force source. The HV-ECU 10 that mediates the driving force can be referred to as a “master ECU” when generalized. Further, the engine ECU 20, the first MG-ECU 30 and the second MG-ECU 40 that control the driving force source can be generally referred to as “slave ECUs”. In FIG. 2, the engine ECU 20, the first MG-ECU 30 and the second MG-ECU 40 are indicated as (slave ECU 1), (slave ECU 2) and (slave ECU 3), respectively, as parentheses.
In short, the hybrid vehicle control device includes one master ECU and a plurality of slave ECUs.

By the way, if the microcomputer becomes abnormal in one of the engine ECU 20, the first MG-ECU 30, and the second MG-ECU 40 that control the driving force source, if the HV-ECU 10 is normal, the driving force in the entire vehicle is abnormal. Can be prevented.
On the other hand, when the microcomputer of the HV-ECU 10 that mediates the driving force becomes abnormal, the slave ECUs 20, 30, and 40 that control the driving force source are urgently notified of the information, and the slave ECUs 20 and 30 that have received the notification are notified. , 40 does not immediately take an appropriate “treatment in case of abnormality”, there is a possibility that an abnormality in driving force may occur.

Therefore, the hybrid vehicle control devices 91, 92, and 93 according to the embodiments of the present invention are characterized by a configuration for suitably preventing the occurrence of a driving force abnormality when the microcomputer of the HV-ECU 10 becomes abnormal.
Hereinafter, a specific configuration for notifying the slave ECU 20, 30, 40 of a microcomputer abnormality when the microcomputer of the HV-ECU 10 is abnormal will be described for each embodiment. In the plurality of embodiments, substantially the same configuration is denoted by the same reference numeral and description thereof is omitted.

(First embodiment)
A hybrid vehicle control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. In the hybrid vehicle control device 91 of the first embodiment, the HV-ECU 10 that adjusts the driving force of the vehicle as a master ECU includes a microcomputer 11 and a monitoring unit 12.
The microcomputer 11 includes a CPU, a ROM, an I / O, a bus line connecting these, and the like. Software processing by executing a program stored in advance by the CPU and hardware by a dedicated electronic circuit. Control is executed by hardware processing.
The monitoring unit 12 monitors whether the microcomputer 11 is normal. This monitoring includes well-known techniques such as period monitoring (watchdog), operation monitoring, and clock monitoring.

  Hybrid vehicle control device 91 includes activation signal line 71 through which an activation signal is transmitted as a dedicated signal line. The dedicated signal line refers to a line that transmits a specific signal such as an activation signal. As shown in FIG. 3A, during normal operation when the microcomputer 11 is normal, the microcomputer 11 starts the voltage of the power supply 51 by passing a current through the coil 54 of the relay 52 and closing the switch 53. It is applied to the signal line 71. As a result, the activation signal is transmitted to the engine ECU 20, the first MG-ECU 30, and the second MG-ECU 40, which are the slave ECUs, via the activation signal line 71. On the circuit, self-holding is applied in this state.

  On the other hand, when the monitoring unit 12 determines that the microcomputer 11 is abnormal, the monitoring unit 12 cuts off the current flowing through the coil 54 of the relay 52 and opens the switch 53 as shown in FIG. By setting the state, the start signal of the start signal line 71 is set to the “non-transmission” state. In this way, the monitoring unit 12 notifies each slave ECU that an abnormality has occurred in the microcomputer 11 by blocking the activation signal transmitted during normal operation. In FIG. 3B and below, only the engine ECU 20 is shown as a representative of the slave ECU, and the first MG-ECU 30 and the second MG-ECU 40 are not shown.

Next, microcomputer abnormality notification processing by the hybrid vehicle control device 91 will be described with reference to the flowchart of FIG. In the description of the flowchart below, the symbol “S” means a step.
In S01, the monitoring unit 12 determines whether the microcomputer 11 is abnormal. If it is determined that the microcomputer 11 is normal (S01: NO), the process is terminated. On the other hand, when it is determined that the microcomputer 11 is abnormal (S01: YES), the process proceeds to S02.

In S02, the monitoring unit 12 notifies the slave ECUs 20, 30, and 40 of the abnormality of the microcomputer 11 via the dedicated signal line. Specifically, in the first embodiment, the activation signal of the activation signal line 71 is blocked as described above.
In S03, each slave ECU that has received the notification executes a predetermined abnormality treatment. For example, it shifts to a self-sustained operation that does not depend on a command of the HV-ECU 10, and performs idle running or emergency stop based on information that can be acquired by each slave ECU.

  Thus, there is a concept of using a communication line conforming to the communication standard as a notification unit when an abnormality of the microcomputer 11 occurs in the HV-ECU 10 as a master ECU that adjusts the driving force. However, while communication lines are suitable for transmitting a variety of information, notification of highly urgent information may be delayed. Therefore, when the communication line is used as the microcomputer abnormality notification means, the slave ECUs 20, 30 and 40 cannot immediately take appropriate measures due to a delay in notification due to communication, etc. There is a risk that it cannot be prevented.

  On the other hand, the present embodiment is characterized by appropriately notifying the slave ECUs 20, 30, and 40 that the abnormality of the microcomputer 11 has occurred via a dedicated signal line. In addition, the slave ECUs 20, 30, and 40 that have received the notification perform predetermined abnormality measures. Thereby, compared with the case where a communication line is used as a notification means, generation | occurrence | production of a driving force abnormality can be prevented suitably.

  Incidentally, the activation signal of the activation signal line 71 may be interrupted in cases other than the abnormality of the microcomputer 11. Therefore, the slave ECU that has received the notification only recognizes that there is a “possibility” of microcomputer abnormality, and cannot determine that the microcomputer abnormality is definite. However, in the present embodiment, it is possible to realize a fail-safe function of preventing the occurrence of a driving force abnormality by executing an abnormality treatment at least when there is a possibility of a microcomputer abnormality.

(Second Embodiment)
A hybrid vehicle control apparatus according to a second embodiment of the present invention will be described with reference to FIG. The hybrid vehicle control device 92 of the second embodiment includes a stop signal line 72 through which a stop signal is transmitted in addition to the start signal line 71 as a dedicated signal line. When the monitoring unit 12 determines the abnormality of the microcomputer 11, the monitoring unit 12 transmits a stop signal via the stop signal line 72 to notify the slave ECU such as the engine ECU 20 that the abnormality of the microcomputer 11 has occurred.

In the second embodiment, the microcomputer abnormality notification process similar to that in the first embodiment is executed. However, a specific form of “notification via dedicated signal line” in S02 of FIG. 4 is that a stop signal is output.
The second embodiment has the same effects as the first embodiment. Further, the monitoring unit 12 may notify the slave ECUs 20, 30, and 40 of the microcomputer abnormality via both the start signal line 71 and the stop signal line 72. In this case, the slave ECU 20, 30, 40 that has received the notification can determine that the microcomputer 11 is abnormal based on a combination of information from the start signal line 71 and the stop signal line 72. The determination based on the combination of the plurality of signals will be described in detail in the third embodiment.

(Third embodiment)
Next, a hybrid vehicle control device according to a third embodiment of the present invention will be described with reference to FIGS. The hybrid vehicle control device 93 of the third embodiment has a communication line 8 that complies with the communication standard in addition to the activation signal line 71 that is a dedicated signal line. The communication line 8 is connected between the HV-ECU 10 and a slave ECU such as the engine ECU 20.
When the monitoring unit 12 determines the abnormality of the microcomputer 11, the monitoring unit 12 interrupts the activation signal of the activation signal line 71 and communicates the microcomputer abnormality information to the slave ECU via the communication line 8. Instead of blocking the start signal, a stop signal may be transmitted to the stop signal line 72 as in the second embodiment.

In the third embodiment, the abnormal state determination process shown in FIG. 7 is executed following the microcomputer abnormality notification process shown in FIG. In S05 of FIG. 7, the slave ECU such as the engine ECU 20 acquires information on the dedicated signal line (start signal line 71 or stop signal line 72) and the communication line.
In S06, an abnormal state is determined based on information from the dedicated signal line and the communication line with reference to the determination table of FIG. According to the table of FIG. 8, when both the information from the dedicated signal line and the information from the communication line are normal, “normal”, and when the information from the dedicated signal line is normal and the information from the communication line is abnormal, “communication error” "When the information from the dedicated signal line is abnormal and the information from the communication line is normal," Signal error "is judged, and when both the information from the dedicated signal line and the information from the communication line are both abnormal, it is judged as" Microcomputer error ". The

As a result of the determination in S06, the processing is terminated when “normal”, and when any “abnormal”, the slave ECU stores the abnormal state in S07.
Thus, in the third embodiment, the abnormal state can be specified by combining information on the dedicated signal line and the communication line. Therefore, an optimal treatment can be selected according to the contents of the abnormal state.

  As described above, in the third embodiment, the microcomputer abnormality is determined based on a combination of information via the dedicated signal line and the communication line. A similar idea may be applied when a signal is notified via a plurality of dedicated signal lines. That is, in the second embodiment, the microcomputer abnormality can be determined by the combination of information from the start signal line 71 and the stop signal line 72.

(Other embodiments)
The hybrid vehicle drive system to which the hybrid vehicle control device of the present invention is applied is not limited to the series-parallel hybrid vehicle exemplified in the above embodiment, but may be a series hybrid vehicle or a parallel hybrid vehicle.
Further, the plurality of driving force sources constituting the hybrid vehicle is not limited to the configuration of the engine and the two motor generators. For example, an engine and one motor generator may be used. Furthermore, the engine is not limited to a gasoline engine, and may be a diesel engine, a vaporized fuel engine, or the like. Alternatively, a fuel cell may be used instead of the engine.
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 ... HV-ECU (master ECU),
11 ... microcomputer, 12 ... monitoring part ,
2 ... Engine (drive power source),
3 ... 1st MG (driving force source),
4 ... 2nd MG (driving force source),
20 ... Engine ECU (slave ECU),
30 ... 1st MG-ECU (slave ECU),
40 ... 2nd MG-ECU (slave ECU),
71 ... Start signal line (dedicated signal line), 72 ... Stop signal line (dedicated signal line),
8: Communication line,
91, 92, 93... Hybrid vehicle control device.

Claims (3)

A hybrid vehicle control device (91, 92, 93) that is mounted on a hybrid vehicle including a plurality of driving force sources (2, 3, 4) and controls the driving force of the vehicle,
A microcomputer (11) and a monitoring unit (12) that monitors whether the microcomputer is normal or not, and comprehensively controls the driving force generated by the plurality of driving force sources based on the driving state of the vehicle. A master ECU (10) for controlling;
A plurality of slave ECUs (20, 30, 40) that correspond to the plurality of driving force sources and that control the driving force generated by the driving force sources;
Dedicated signal lines (71, 72) through which signals from the monitoring unit are notified to the slave ECU;
With
When the monitoring unit determines that the microcomputer of the master ECU is abnormal, the monitoring unit notifies the slave ECU of the abnormality of the microcomputer based on transmission or non-transmission of a signal via the dedicated signal line; and , Further communicating information that the microcomputer is abnormal to the slave ECU via the communication line (8) compliant with the communication standard,
The slave ECU that has received the notification recognizes that there is at least a possibility of abnormality of the microcomputer, and by a combination of information from the dedicated signal line and the communication line,
Normal when both the information from the dedicated signal line and the information from the communication line are normal,
Communication error when information from the dedicated signal line is normal and information from the communication line is abnormal,
When the information from the dedicated signal line is abnormal and the information from the communication line is normal, signal abnormality,
A hybrid vehicle control device (93), characterized in that when both information from the dedicated signal line and information from the communication line are abnormal, it is determined that the microcomputer is abnormal, and a predetermined abnormality processing is executed. The dedicated signal line includes an activation signal line (71) through which an activation signal is transmitted,
When the monitoring unit determines that the microcomputer of the master ECU is abnormal, the monitoring unit interrupts the activation signal transmitted via the activation signal line, and thereby notifies the slave ECU of the abnormality of the microcomputer. The hybrid vehicle control device (91) according to claim 1, characterized by notifying. The dedicated signal line includes a stop signal line (72) through which a stop signal is transmitted,
When the monitoring unit determines that the microcomputer of the master ECU is abnormal, the monitoring unit notifies the slave ECU of the abnormality of the microcomputer by transmitting the stop signal via the stop signal line. The hybrid vehicle control device (92) according to claim 1, characterized in that it is characterized in that:

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