JP6589671B2 - Output control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device that controls a power source of a hybrid vehicle.

  Some hybrid vehicles travel when power output from an internal combustion engine and an electric motor mounted as a power source is transmitted to the drive shaft via a transmission mechanism. In such a hybrid vehicle, by including a lower controller that is installed so as to correspond to each power source and executes each control process, and a higher controller that executes an integrated control process of the entire power source Adopting distributed control is performed.

  For example, Patent Document 1 discloses control of a hybrid vehicle including an engine controller that controls driving of an internal combustion engine type engine, a motor controller that controls driving of a motor generator, and an integrated controller that controls these in an integrated manner. An apparatus is described.

  In the control device described in Patent Document 1, when an abnormality occurs in communication between a lower-order engine controller or motor controller and a higher-order integrated controller, the engine or motor generator is only used by the lower-order engine controller or motor controller. The engine is controlled so that a torque that can creep travel is output from the engine while power is generated by the motor generator.

JP 2007-168564 A

  However, the hybrid vehicle assembled in the transmission mechanism in which the engine and the motor generator are linked needs to be driven while balancing the rotation speed and torque of the engine and the motor generator. For this reason, in the control processing for each lower controller (control unit), there is a possibility that the torque balance between the engine and the motor generator to be linked is lost.

  In particular, it is difficult to balance torque in a control device that controls each power source that is driven while being linked via a three-axis or four-axis transmission mechanism. For example, in a hybrid vehicle in which an engine and a motor generator are connected to different rotating elements, if an attempt is made to apply the hybrid vehicle control device described in Patent Document 1, the vehicle at an arbitrary speed according to the amount of depression of the accelerator pedal. However, there is a problem that the balance of torque between the engine and the motor generator is lost, and it is difficult not only to travel at an arbitrary vehicle speed but also to travel.

  Therefore, the present invention maintains a balance of torque in a hybrid vehicle equipped with an internal combustion engine and a motor generator, even when a lower-level controller that controls the motor generator cannot receive an instruction from the higher-level controller due to a communication error or the like. It is an object of the present invention to provide a control device that can realize traveling at an arbitrary speed.

An aspect of the invention of a hybrid vehicle control device that solves the above problems includes at least one electric motor and an internal combustion engine as power sources, and the power sources allow rotation at different rotational speeds. A control device mounted on a hybrid vehicle connected to a drive shaft via an element, the first control unit controlling the drive of the electric motor, and the second control unit controlling the drive of the internal combustion engine, Calculating a target drive shaft torque for rotating the drive shaft, and transmitting a torque command signal to each of the first control unit and the second control unit to output the target drive shaft torque. comprising a third control unit for controlling the electric motor and the internal combustion engine, wherein the third abnormality occurrence or upon occurrence of abnormality in the communication of the control unit of the second control unit in the previous SL The electric motor is configured to stop driving the internal combustion engine regardless of whether or not the engine is abnormal, and the first control unit calculates a target drive shaft torque for rotating the drive shaft and outputs the target drive shaft torque. It is comprised so that the drive of may be controlled.

  As described above, according to one aspect of the present invention, in a hybrid vehicle equipped with an internal combustion engine and a motor generator, even when a lower controller that controls the motor generator cannot receive an instruction from the upper controller due to a communication abnormality or the like, It is possible to provide a control device that can maintain a torque balance and realize traveling at an arbitrary speed.

FIG. 1 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a conceptual block diagram showing a schematic overall configuration thereof. FIG. 2 is a diagram illustrating a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a diagram illustrating a map for calculating the target drive shaft torque. FIG. 3 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a related block diagram showing mutual communication and information acquisition in the hybrid ECU, engine ECU, and motor ECU. FIG. 4 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, in which an engine, a drive shaft, a first motor generator, and a second motor generator that are traveling forward and accelerating during motor traveling are illustrated. It is an alignment chart which shows the relationship between each rotational speed. FIG. 5 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, in which an engine, a drive shaft, a first motor generator, and a second motor generator that are traveling forward and decelerating during motor traveling are illustrated. It is an alignment chart which shows the relationship between each rotational speed. FIG. 6 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, in which an engine, a drive shaft, a first motor generator, and a second motor generator that are traveling backward and decelerating during motor traveling are illustrated. It is an alignment chart which shows the relationship between each rotational speed. FIG. 7 is a collinear diagram showing the relationship among the rotational speeds of the engine, the drive shaft, the first motor generator, and the second motor generator that are traveling forward and decelerating during motor travel of the conventional hybrid vehicle control device. . FIG. 8 is a collinear diagram showing the relationship among the rotational speeds of the engine, the drive shaft, the first motor generator, and the second motor generator that are traveling backward and accelerating during motor traveling in the conventional hybrid vehicle control device. . FIG. 9 is a diagram showing a control apparatus for a hybrid vehicle according to an embodiment of the present invention, in which the engine, the drive shaft, the first motor generator, and the second motor generator that are traveling backward and accelerating when the motor is traveling are illustrated. It is an alignment chart which shows the relationship between each rotational speed. FIG. 10 is a diagram illustrating a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating control processing in the hybrid ECU. FIG. 11 is a diagram illustrating a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating a control process in the engine ECU. FIG. 12 is a diagram illustrating a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating a control process in the motor ECU. FIG. 13 is a diagram illustrating a control apparatus for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart illustrating a motor travel control process during forward travel. FIG. 14 is a diagram illustrating a control device for a hybrid vehicle according to an embodiment of the present invention, and is a flowchart for explaining a motor travel control process during backward travel.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIGS. 1-14 is a figure explaining an example of the hybrid vehicle carrying the control apparatus which concerns on one Embodiment of this invention.

  In FIG. 1, the hybrid vehicle 100 travels by rotating drive wheels 6 by a drive mechanism 1. The drive mechanism 1 includes an internal combustion engine type engine 2, a first motor generator 4 that functions as a first electric motor, and a second motor generator 5 that functions as a second electric motor as power sources that are driven in cooperation. I have.

  The hybrid vehicle 100 is constructed so that a hybrid ECU (Electronic Control Unit) 32, an engine ECU 33, and a motor ECU 34 are mounted and controlled as a control unit that controls the drive mechanism 1.

  In the drive mechanism 1, the engine ECU 33 controls the drive of the engine 2, the motor ECU 34 controls the drive of the first motor generator 4 and the second motor generator 5, and the hybrid ECU 32 controls and controls the engine ECU 33 and the motor ECU 34. The entire mechanism 1 is configured to be integratedly controlled. That is, the hybrid ECU 32 functions as an upper controller, and the engine ECU 33 and the motor ECU 34 function as lower controllers. The motor ECU 34 is a first control unit, the engine ECU 33 is a second control unit, and the hybrid ECU 32. Constitutes a third control unit.

  The drive mechanism 1 includes a drive shaft (drive shaft) 7 connected to a drive wheel 6 of the hybrid vehicle 100 so that power can be transmitted, an output shaft 3 of the engine 2, a rotor shaft 13 of the first motor generator 4, The rotor shaft 16 of the second motor generator 5 is configured to be connected via the rotating elements of the first planetary gear mechanism 8 and the second planetary gear mechanism 9 constituting the power split and synthesis mechanism 10.

  The engine 2 is constituted by a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. The output shaft 3 of the engine 2 is connected to a first planetary gear mechanism 8 and a second planetary gear mechanism 9.

  The output shaft 3 of the engine 2 is provided with a one-way clutch 40 as a fixing mechanism. The one-way clutch 40 is reversed from the first planetary gear mechanism 8 and the second planetary gear mechanism 9 to the output shaft 3 of the engine 2. When the rotational torque is applied, the reverse rotational torque is not transmitted to the engine 2.

  The first motor generator 4 has a rotor 14 and a stator 15. In the rotor 14, a plurality of permanent magnets are embedded around a rotor shaft 13 as a rotation shaft connected to the first planetary gear mechanism 8. In the stator 15, a three-phase coil connected to the first inverter 19 is wound around the stator core.

  When the three-phase AC power is supplied to the three-phase coil of the stator 15 via the first inverter 19, the first motor generator 4 configured in this way forms a rotating magnetic field on the stator 15 side, and this rotation When the permanent magnet of the rotor 14 is attracted and repelled by the magnetic field, the rotor 14 rotates integrally with the rotor shaft 13 to generate a driving force. That is, the first motor generator 4 functions as an electric motor that generates a driving force by rotating the rotor shaft 13 by being supplied with electric power.

  Further, in the first motor generator 4, when the rotor shaft 13 is rotated, a rotating magnetic field is formed by the permanent magnet of the rotor 14, and an induction current flows through the three-phase coil of the stator 15 by this rotating magnetic field, so that the three-phase Electric power is generated at both ends of the coil, and electric power for charging the battery 21 is generated via the first inverter 19. That is, the first motor generator 4 also functions as a generator that generates electric power by rotating the rotor shaft 13.

  The first inverter 19 converts the DC power supplied from the battery 21 into three-phase AC power and supplies it to the first motor generator 4. The first inverter 19 changes the three-phase AC power supplied to the first motor generator 4 by a control signal input from the motor ECU 34. The first inverter 19 converts the three-phase AC power generated by the first motor generator 4 into DC power so that the battery 21 can be charged.

  The second motor generator 5 has a rotor 17 and a stator 18. In the rotor 17, a plurality of permanent magnets are embedded around the rotor shaft 16 as a rotation shaft connected to the second planetary gear mechanism 9. In the stator 18, a three-phase coil connected to the second inverter 20 is wound around the stator core.

  When the three-phase AC power is supplied to the three-phase coil of the stator 18 via the second inverter 20 in the second motor generator 5 configured in this way, a rotating magnetic field is formed on the stator 18 side, and this rotation When the permanent magnet of the rotor 17 is attracted and repelled by the magnetic field, the rotor 17 rotates integrally with the rotor shaft 16 to generate a driving force. That is, the second motor generator 5 functions as an electric motor that generates a driving force by rotating the rotor shaft 16 when supplied with electric power.

  In addition, when the rotor shaft 16 is rotated, the second motor generator 5 generates a rotating magnetic field by the permanent magnet of the rotor 17, and an induction current flows through the three-phase coil of the stator 18 by this rotating magnetic field, so that the three-phase Electric power is generated at both ends of the coil, and electric power for charging the battery 21 through the second inverter 20 is generated. That is, the second motor generator 5 also functions as a generator that generates electric power by rotating the rotor shaft 16.

  The second inverter 20 converts the DC power supplied from the battery 21 into three-phase AC power and supplies it to the second motor generator 5. The second inverter 20 changes the three-phase AC power supplied to the second motor generator 5 by a control signal input from the motor ECU 34. The second inverter 20 converts the three-phase AC power generated by the second motor generator 5 into DC power so that the battery 21 can be charged.

  The first planetary gear mechanism 8 includes a sun gear 22, a plurality of planetary gears 23 that mesh with the sun gear 22, and a ring gear 25 that meshes with the plurality of planetary gears 23, and a planetary carrier 24 that supports the planetary gear 23 in a rotatable manner. Is provided.

  The second planetary gear mechanism 9 includes a sun gear 26, a plurality of planetary gears 27 that mesh with the sun gear 26, and a ring gear 29 that meshes with the plurality of planetary gears 27, and a planetary carrier 28 that supports the planetary gear 27 in a rotatable manner. Is provided.

  The sun gear 22 of the first planetary gear mechanism 8 is connected to the rotor shaft 13 so as to rotate integrally with the rotor 14 of the first motor generator 4. The planetary carrier 24 of the first planetary gear mechanism 8 and the sun gear 26 of the second planetary gear mechanism 9 are coupled to the output shaft 3 of the engine 2 so as to be integrally rotatable.

  The ring gear 25 of the first planetary gear mechanism 8 is connected to the planetary gear 27 of the second planetary gear mechanism 9 via the planetary carrier 28 so as to be able to revolve around the rotor shaft 13. The ring gear 25 of the first planetary gear mechanism 8 is formed to rotate the drive shaft 7 via an output transmission mechanism 31 including a differential gear and other gears (not shown).

Ring gear 29 of second planetary gear mechanism 9 is coupled to rotor shaft 16 so as to rotate integrally with rotor 17 of second motor generator 5.
As described above, the power split and synthesis mechanism 10 is a gear in which the output shaft 3 of the engine 2, the rotor shaft 13 of the first motor generator 4, the rotor shaft 16 of the second motor generator 5, and the drive shaft 7 are coupled. Configure the mechanism.

  With this structure, the power split and synthesis mechanism 10 is configured such that the rotation elements of the first planetary gear mechanism 8 and the second planetary gear mechanism 9 allow rotation at different rotational speeds, and are driven in cooperation. Driving force is exchanged among the engine 2, the first motor generator 4, the second motor generator 5, and the drive shaft 7. For example, the power split and synthesis mechanism 10 is configured to transmit the power generated by the engine 2, the first motor generator 4, and the second motor generator 5 to the drive shaft 7.

  The hybrid ECU 32 includes a computer unit that includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a flash memory, an input port, and an output port.

  A program for causing the computer unit to function as the hybrid ECU 32 is stored in the ROM of the hybrid ECU 32 together with various control constants, various maps, and the like. That is, when the CPU executes a program stored in the ROM, the computer unit functions as the hybrid ECU 32. The hybrid ECU 32 is connected to the engine ECU 33 and the motor ECU 34 via signal lines 39a and 39b so that CAN (Controller Area Network) communication is possible, and exchanges data with these ECUs.

  Various sensors including an accelerator opening sensor 41, a shift position sensor 42, a vehicle speed sensor 43, a battery state detection sensor 44, and a drive unit state detection sensor 45 are connected to the input port of the hybrid ECU 32.

  The accelerator opening sensor 41 detects the amount of depression of an accelerator pedal (not shown) by the driver as the accelerator opening. The shift position sensor 42 detects the shift position selected by operating the shift lever by the driver. For example, one of forward, reverse, and stop is selected as the shift position.

  For example, the vehicle speed sensor 43 detects the vehicle speed from the rotational speed of the drive shaft 7. The vehicle speed sensor 43 outputs a positive vehicle speed when the hybrid vehicle 100 is traveling in the forward direction, and outputs a negative vehicle speed when the vehicle is traveling in the reverse direction.

  The battery state detection sensor 44 detects the charge / discharge current, voltage, and battery temperature of the battery 21. The hybrid ECU 32 detects the remaining capacity of the battery 21 based on the charge / discharge current value, voltage value, and battery temperature value input from the battery state detection sensor 44.

  The battery state detection sensor 44 can use, for example, a configuration in which a voltage sensor that detects a voltage and a battery temperature sensor that detects a battery temperature are attached to a current sensor that detects a charge / discharge current of the battery 21. In addition, you may provide a current sensor, a voltage sensor, and a battery temperature sensor separately.

  The drive unit state detection sensor 45 detects the rotational speed and output torque of the engine 2, the first motor generator 4, and the second motor generator 5.

  The engine ECU 33 includes a computer unit that includes a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

  The ROM of the engine ECU 33 stores a program for causing the computer unit to function as the engine ECU 33 along with various control constants and various maps. That is, when the CPU executes a program stored in the ROM, the computer unit functions as the engine ECU 33.

  Based on the torque command signal from the hybrid ECU 32, the engine ECU 33 controls the engine 2 so that the output torque of the engine 2 becomes the torque command value set in the torque command signal. The engine ECU 33 controls the output torque of the engine 2 by controlling the fuel injection amount and the intake air amount by controlling an injector and a throttle valve (not shown).

  The motor ECU 34 includes a computer unit that includes a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

  The ROM of the motor ECU 34 stores a program for causing the computer unit to function as the motor ECU 34 along with various control constants and various maps. That is, the computer unit functions as the motor ECU 34 when the CPU executes a program stored in the ROM.

  The first inverter 19 and the second inverter 20 are connected to the output port of the motor ECU 34. A battery 21 is connected to the first inverter 19 and the second inverter 20.

  The motor ECU 34 uses the torque command signal from the hybrid ECU 32 so that the output torques of the first motor generator 4 and the second motor generator 5 become the torque command values set in the torque command signal, respectively. And the 2nd inverter 20 is controlled. The motor ECU 34 controls the three-phase AC power supplied to the first motor generator 4 and the second motor generator 5 by controlling the first inverter 19 and the second inverter 20, and the first motor generator 4 and the second motor The output torque of the generator 5 is controlled. That is, the motor ECU 34 is configured to control the drive of the first motor generator 4 and the second motor generator 5 by functioning as an inverter control unit that controls the first inverter 19 and the second inverter 20 in an integrated manner. ing.

  In such a hybrid vehicle 100, the hybrid ECU 32 is based on the accelerator opening detected by the accelerator opening sensor 41, the shift position detected by the shift position sensor 42, the vehicle speed detected by the vehicle speed sensor 43, and the like. The engine 2, the first motor generator 4, and the second motor generator 5 are controlled via the engine ECU 33 and the motor ECU 34 so as to calculate the target drive shaft torque and output the target drive shaft torque to the drive shaft 7.

  For example, the hybrid ECU 32 determines the target drive shaft torque from the map using the accelerator opening, the shift position, and the vehicle speed as parameters. The hybrid ECU 32 determines the target drive shaft torque based on a map as shown in FIG. A map for determining the target drive shaft torque is obtained in advance by experiments or the like and stored in the ROM of the hybrid ECU 32. In FIG. 2, the target drive shaft torque is a positive torque applied in the traveling direction regardless of whether the hybrid vehicle 100 is moving forward or reverse.

  On the other hand, the motor ECU 34 obtains various types of information by executing CAN communication with the hybrid ECU 32. For example, the motor ECU 34 has a function of confirming the soundness of CAN communication with the hybrid ECU 32 and a function of confirming the soundness of the hybrid ECU 32 itself, and appropriately sends a confirmation signal according to the CAN communication protocol to the hybrid ECU 32 side. The failure of the CAN communication or the hybrid ECU 32 is confirmed based on the presence / absence or accuracy of a reply signal when transmitted.

  Further, as shown in FIG. 3, the engine ECU 33 and the motor ECU 34 are configured to be capable of CAN communication, and are connected by a dedicated signal line 39c as in the connection between each ECU and the hybrid ECU 32. Yes. The engine ECU 33 and the motor ECU 34 exchange data directly with each other and execute a later-described retreat control process. That is, the engine ECU 33 and the motor ECU 34 have a function of transmitting and receiving various types of information between each other. In this embodiment, a case where CAN communication is used between the engine ECU 33 and the motor ECU 34 will be described as an example. However, the present invention is not limited to this, and other communication methods may be adopted.

  Using this function, the motor ECU 34 obtains various types of information by executing CAN communication with the engine ECU 33. For example, the motor ECU 34 has a function of confirming the soundness of CAN communication with the engine ECU 33, and whether or not there is a reply signal when a confirmation signal according to the CAN communication protocol is appropriately transmitted to the engine ECU 33 side. The problem of CAN communication is confirmed based on the above.

  Further, similarly to the hybrid ECU 32, at least an accelerator opening sensor 41 and a vehicle speed sensor 43 are connected to the input port of the motor ECU 34.

  Then, the motor ECU 34 executes CAN communication with the hybrid ECU 32, CAN communication between the hybrid ECU 32 and the engine ECU 33, and a retreat control process at the time of distributed control abnormality that causes inconvenience in the hybrid ECU 32 itself. It is like that. For example, the motor ECU 34 communicates with the engine ECU 33 to stop the fuel injection of the engine 2 and cuts off the power supply to the first motor generator 4, and the second motor generator 5 motorizes the hybrid vehicle 100. The evacuation control process for running is executed.

  As a result, the motor ECU 34 ensures motor running performance using the first motor generator 4 and the second motor generator 5 as power sources, and improves the retreat performance (so-called limp home performance) of the hybrid vehicle 100 in an emergency. It is like that.

  When the motor ECU 34 confirms the dispersion control abnormality described above, the motor ECU 34 exits from the control of the hybrid ECU 32 and independently controls the first motor generator and the second motor generator. Similarly to the hybrid ECU 32, the motor ECU 34 calculates a target drive shaft torque based on the accelerator opening detected by the accelerator opening sensor 41 and the vehicle speed detected by the vehicle speed sensor 43, and calculates the target drive shaft torque. The first motor generator 4 and the second motor generator 5 are controlled to output. At this time, the motor ECU 34 sends an engine stop request signal (stop request information) to the engine ECU 33 to stop the engine 2 and output the torques of the first motor generator 4 and the second motor generator 5 to the drive shaft 7. It has become. Here, in this embodiment, the retraction control process that uses only the accelerator opening and the vehicle speed will be described as an example. However, detection information such as the shift position detected by the shift position sensor 42 is also used to provide high drivability. You may make it implement | achieve motor driving | running | working.

  The motor ECU 34 determines the target drive shaft torque based on the map shown in FIG. 2 using the accelerator opening and the vehicle speed as parameters, and the first motor generator 4 and the second motor generator according to the target drive shaft torque. 5 is generated, and the retreat control process is executed so that each output torque becomes the torque command value. In other words, the motor ECU 34 adjusts the torque balance of the first inverter 19 and the second inverter 20 so that the combined torque of the output torques of the first motor generator 4 and the second motor generator 5 becomes the target drive shaft torque. Execute the process. The map for determining the target drive shaft torque is obtained in advance by experiments or the like, and is stored in the ROM of the motor ECU 34 together with the retreat program that is executed when this distributed control abnormality occurs.

  Specifically, the hybrid vehicle 100 allows only one-way rotation of the engine 2 by installing the one-way clutch 40 on the output shaft 3 of the engine 2 in the evacuation control process executed when the distributed control abnormality occurs. The reverse rotation is limited. Then, the motor ECU 34 stops the engine 2 with the engine ECU 33 so that the rotational speed (number of rotations) and the output torque shown in the collinear charts of FIGS. The motor travels using the second motor generator 5 as a power source.

(Moving forward and accelerating during motor driving)
FIG. 4 is a collinear diagram during forward traveling and during accelerated traveling during motor traveling. In the alignment chart of FIG. 4, each vertical axis represents the rotational speed of the rotor shaft 13 of the first motor generator 4, the rotational speed of the output shaft 3 of the engine 2, that is, the engine rotational speed, and the rotation of the drive shaft 7 from the left in the figure. The speed and the rotational speed of the rotor shaft 16 of the second motor generator 5 are shown respectively.

  In the alignment chart, the rotation speed of the first motor generator 4, the second motor generator 5, and the drive shaft 7 is positive when the rotation is in the same direction as the rotation direction of the engine 2. Further, the direction and magnitude of the torque are indicated by arrows. As for the torque, the direction in which the rotating elements of the first planetary gear mechanism 8 and the second planetary gear mechanism 9 are rotated in the positive rotation direction is defined as positive torque.

  In the alignment chart of FIG. 4, the distance ratio between the axes on the horizontal axis is determined by the ratio of the number of teeth of each gear of the first planetary gear mechanism 8 and the second planetary gear mechanism 9. Here, K1 is Zr1 / Zs1 of the ratio of the number of ring gear teeth Zr1 and the number of sun gear teeth Zs1 in the first planetary gear mechanism 8. K2 is Zs2 / Zr2 of the ratio of the number of sun gear teeth Zs2 of the second planetary gear mechanism 9 to the number of ring gear teeth Zr2.

  During forward travel and accelerated travel during motor travel, the motor ECU 34 causes the second motor generator 5 to output power running torque so that the drive shaft 7 outputs target drive shaft torque.

At this time, no torque is generated in the first motor generator 4 as shown in FIG. 4 and the engine 2 and the second motor generator 5 satisfy the following expression (1). 2 receives torque in the reverse rotation direction.
Tmg2 × K2 = Teg × 1 ... (1)

  Here, Tmg2 is a torque output from the second motor generator to the rotating element of the power split and synthesis mechanism 10, and the positive rotation direction is positive. Teg is a torque output from the rotating element of the power split and synthesis mechanism 10 to the engine 2, and the reverse rotation direction is positive.

  The second motor generator 5 outputs power running torque, that is, torque in the forward rotation direction, and is output from the rotating element of the power split and synthesis mechanism 10 to the engine 2 from the alignment chart of FIG. 4 and the equation (1). It can be seen that the torque is a torque in the positive direction (reverse rotation direction).

  This is a state in which the rotating element of the power split and synthesis mechanism 10 outputs torque in the direction in which the engine 2 is rotated in the reverse direction. In this embodiment, the output shaft 3 of the engine 2 is rotated only in the forward rotation direction. Since the one-way clutch 40 is connected, the engine 2 does not rotate backward. That is, it is not necessary to drive the first motor generator 4 in a direction that limits the rotation of the engine 2.

  Thus, when a dispersion control abnormality occurs during forward acceleration, the motor ECU 34 stops the engine 2 and drives the second motor generator 5 to obtain a torque balance between the power sources, so that the hybrid vehicle The evacuation control process for running 100 at an arbitrary speed can be executed.

(During forward travel and decelerating travel of the motor when the present invention is not applied)
Incidentally, FIG. 7 is a collinear diagram during forward traveling and during decelerating traveling while the first motor generator 4 is stopped as shown in FIG. 5 described later. During deceleration travel, the accelerator opening decreases, and the target drive shaft torque decreases to a negative value. The motor ECU 34 causes the second motor generator 5 to output regenerative torque so that the drive shaft 7 outputs target drive shaft torque.

  At this time, as shown in FIG. 7, no torque is generated in the first motor generator 4, and the engine 2 and the second motor generator 5 satisfy the above equation (1). 2 receives torque in the negative direction (positive rotation direction).

  The second motor generator 5 outputs regenerative torque, that is, torque in the reverse rotation direction, and Tmg2 is a negative value. For this reason, from the alignment chart of FIG. 4 and the formula (1), it can be seen that Teg is also negative. Since Teg defines that the torque received in the reverse direction of the engine 2 is positive, the torque output from the rotating element of the power split and synthesis mechanism 10 to the engine 2 is the torque in the positive rotation direction.

  Since the one-way clutch 40 is a mechanism that fixes the rotation direction so that the engine 2 rotates only in the normal rotation direction, the engine 2 receives torque, and rotates forward when receiving torque exceeding the engine friction torque.

  That is, when a dispersion control abnormality occurs during forward deceleration, a torque for rotating the stopped engine 2 is generated. Therefore, even if only the second motor generator 5 is driven, the rotation of the engine 2 can be limited. It is impossible (torque balance between the power sources cannot be achieved), and the hybrid vehicle 100 cannot be driven by an appropriate retreat control process.

  As described above, when the motor is running, the torque of the first motor generator 4 becomes zero by cutting off the energization, and when the torque is applied to the output shaft 3 of the engine 2, the engine 2 rotates, and the rotation Depending on the number, the vehicle may vibrate and cause discomfort to the passenger. Therefore, the motor ECU 34 is configured to execute the following retraction control process. Instead of this embodiment, a brake mechanism that restricts the rotation of the output shaft 3 of the engine 2 may be installed. However, since this structure is complicated, it is preferable to adopt this embodiment. .

(During forward travel and slow travel during motor travel when the present invention is applied)
In the present embodiment, the motor ECU 34 generates a target MG1 torque satisfying the following expressions (2) and (3) of the first motor generator 4 when the target drive shaft torque is less than zero, i. The first motor generator 4 is caused to output torque as a torque command value.
Target drive shaft torque = −target MG1 torque × K1 + target MG2 torque × (1 + K2) (2)
Target MG1 torque × (K1 + 1) = Target MG2 torque × K2 (3)

  Here, the target MG1 torque and the target MG2 torque are torques to be output to the first motor generator 4 and the second motor generator 5 in order to output the target drive shaft torque to the drive shaft 7.

FIG. 5 is a collinear diagram illustrating a forward traveling and a decelerating traveling during motor traveling to which the retreat control process of the present embodiment is applied. Torque is output from the first motor generator 4 and the second motor generator 5 so as to satisfy the above expressions (2) and (3), and the torque balance around the drive shaft 7 as shown in the following expression (4) is established. To do.
Tmg1 × (K1 + 1) + Teg = Tmg2 × K2 (4)

  Here, Tmg1 is a torque output from the first motor generator 4 to the rotating element of the power split and synthesis mechanism 10, and the positive rotation direction is positive.

  Since Teg is positive in the reverse rotation direction, when Teg ≧ 0 in Equation (4), which is a torque balance equation, torque in the normal rotation direction is output from the rotating element of the power split and synthesis mechanism 10 to the engine 2. This can prevent (limit) the engine 2 from rotating.

By transforming equation (4), the following equation (5) can be derived.
−Tmg1 × (K1 + 1) + Tmg2 × K2 = Teg ≧ 0 (5)
Tmg1 and Tmg2 (both positive rotation directions are positive) may be satisfied so as to satisfy Expression (5), and the following Expression (6) may be satisfied.
Tmg1 ≦ Tmg2 × K2 / (K1 + 1) (6)

  Since Tmg2 is negative during deceleration traveling, Tmg1 is negative to satisfy Equation (6). That is, the first motor generator 4 outputs a power running torque (the first motor generator 4 is rotating in reverse and outputs a negative torque = power running torque), and the power running torque of the first motor generator 4 increases as the power running torque increases. Although the torque applied to the engine 2 from the rotating element of the mechanism 10 in the reverse rotation direction increases, the one-way clutch 40 prevents the engine 2 from rotating.

  Here, when energization of the first inverter 19 is cut off and the output torque of the first motor generator 4 is made zero, the rotation of the engine 2 is prevented when Tmg1 = 0 is substituted and Expression (6) is satisfied. That is, when Tmg2 is equal to or greater than zero (powering torque is output or powering and regenerative torque are not output), rotation of the engine 2 can be prevented even when the first inverter 19 is turned off. .

  Thus, when the dispersion control abnormality occurs during forward deceleration, the motor ECU 34 stops the engine 2 and drives the first motor generator 4 and the second motor generator 5 to thereby generate torque between the power sources. A retreat control process for causing the hybrid vehicle 100 to travel at an arbitrary speed in a balanced manner can be executed.

(While the motor is traveling backward and decelerating)
FIG. 6 is a collinear diagram during reverse travel and during decelerating travel during motor travel. During deceleration travel, the accelerator opening decreases, and the target drive shaft torque decreases to a negative value. The motor ECU 34 causes the second motor generator 5 to output regenerative torque so that the drive shaft 7 outputs target drive shaft torque.

  At this time, as shown in FIG. 6, no torque is generated in the first motor generator 4, and the engine 2 and the second motor generator 5 satisfy the above formula (1). 2 receives torque in the reverse rotation direction. Here, in the case of the forward movement described above, Tmg2 assumes that the torque in the forward rotation direction, that is, the power running direction, is positive. By setting a positive value, the expression (1) is satisfied as in the case of forward movement.

  In the formula (1), when the vehicle is traveling backward and decelerating, the second motor generator 5 outputs a regenerative torque, so that Tmg2 is a positive value by definition. Therefore, Teg is also a positive value from the equation (1), and the engine 2 receives the torque in the reverse rotation direction from the rotating element of the power split and synthesis mechanism 10, but the engine 2 does not rotate reversely by the one-way clutch 40.

  Thus, the motor ECU 34 stops the engine 2 and drives the second motor generator 5 when a dispersion control abnormality occurs during reverse deceleration, thereby obtaining a torque balance between the power sources, so that the hybrid vehicle The evacuation control process for running 100 at an arbitrary speed can be executed.

(During reverse travel and acceleration travel during motor travel without application of the present invention)
FIG. 8 is a collinear diagram during reverse travel and accelerated travel during motor travel. During acceleration traveling, the accelerator opening increases and the target drive shaft torque increases to a positive value. The motor ECU 34 causes the second motor generator 5 to output a power running torque so that the drive shaft 7 outputs the target drive shaft torque.

  At this time, as shown in FIG. 8, no torque is generated in the first motor / generator 4 and the engine 2 and the second motor / generator 5 are rotated in the same manner as in the above-described reverse traveling and decelerating traveling. Therefore, the engine 2 receives torque in the forward rotation direction. In Tmg2, the reverse rotation (regeneration) direction torque is positive during reverse travel. In this case, since Tmg2 has a negative value, Teg also has a negative value. Since Teg defines that the torque received in the direction in which the engine 2 rotates in the reverse direction is positive, in this case, the engine 2 is in a state of receiving the torque in the direction in which the engine 2 rotates in the normal direction.

  That is, as in forward traveling and decelerating traveling, the rotation of the engine 2 is not fixed by the one-way clutch 40, and the engine 2 rotates forward when receiving torque exceeding the engine friction torque.

  Here, when the output torque of the first motor generator 4 is set to zero, the rotation of the engine 2 is prevented when Tmg1 = 0 is substituted and Expression (6) is satisfied. That is, although Tmg2 is equal to or greater than zero, the second motor generator 5 outputs the regenerative torque or does not output the power running and the regenerative torque because the torque in the regenerative direction is positive for Tmg2 during reverse travel. This means that the hybrid vehicle 100 is decelerating or traveling at a constant speed, and the control conditions are opposite to those during forward movement.

Since the target drive shaft torque is defined as positive in the forward direction and in the reverse direction in the same direction as the traveling direction (that is, the power running torque), the formula (2) is the target drive shaft torque and the target during the reverse travel. The positive / negative relationship between the MG1 torque and the target MG2 torque is switched, and the following equation (2-2) is obtained.
Target drive shaft torque = target MG1 torque × K1−target MG2 torque × (1 + K2) (2-2)

  When the output torque of the first motor generator 4 is set to zero, the target MG2 torque becomes −target drive shaft torque / (1 + K2). Therefore, the first motor 19 is turned off and the first motor generator 4 is turned off. However, since the condition of Tmg2 at which the engine 2 does not rotate is that Tmg2 is zero or more, it can be confirmed that the target drive shaft torque is zero or less.

  That is, when a dispersion control abnormality occurs during reverse acceleration, a torque for rotating the stopped engine 2 is generated. Therefore, even if only the second motor generator 5 is driven, the rotation of the engine 2 can be limited. It is impossible (torque balance between the power sources cannot be achieved), and the hybrid vehicle 100 cannot be driven by an appropriate retreat control process.

  As described above, when the motor is running, the torque of the first motor generator 4 becomes zero by cutting off the energization, and when the torque is applied to the output shaft 3 of the engine 2, the engine 2 rotates, and the rotation Depending on the number, the vehicle may vibrate and cause discomfort to the passenger. Therefore, the motor ECU 34 is configured to execute the following retraction control process. Instead of this embodiment, a brake mechanism that restricts the rotation of the output shaft 3 of the engine 2 may be installed. However, since this structure is complicated, it is preferable to adopt this embodiment. .

(During reverse travel and acceleration travel during motor travel when the present invention is applied)
In the present embodiment, the motor ECU 34 generates the target MG1 torque that satisfies the above formulas (2-2) and (3) when the target drive shaft torque is greater than zero during reverse travel, i.e., the first motor. The first motor generator 4 is caused to output torque as a torque command value for the generator 4.

  FIG. 9 is a collinear diagram showing the reverse traveling and the accelerating traveling when the motor travels to which the retreat control process of the present embodiment is applied. Torque is output from the first motor generator 4 and the second motor generator 5 so as to satisfy the above equations (2-2) and (3).

  During acceleration traveling in reverse, Tmg2 is negative, so Tmg1 is negative to satisfy Equation (6). That is, the first motor generator 4 outputs a regenerative torque (the first motor generator 4 is rotating in the positive direction, and a negative torque is output = regenerative torque). Although the torque applied to the engine 2 from the rotating element of the mechanism 10 in the reverse rotation direction increases, the one-way clutch 40 prevents the engine 2 from rotating.

In the above description, the case where the engine friction is not taken into account is shown. However, when the engine friction is taken into consideration, the engine friction torque (torque acting in the direction of suppressing the rotation of the engine 2) is assumed to be Tef. Since Teg-Tef is substituted for Teg in the above equation (5), the above equation (6) becomes the following equation (6-2).
Tmg1 ≦ (Tmg2 × K2 + Tef) / (K1 + 1) (6-2)

  From equation (6-2), during deceleration traveling during forward travel (Tmg2 <0), even if Tmg1 is larger by an amount corresponding to the engine friction torque (negative torque is smaller) than when the engine friction torque is not considered. 2 can be prevented from rotating.

  That is, considering engine friction, the first motor generator 4 does not necessarily have to output a negative torque when the vehicle is traveling at a reduced speed during forward travel (Tmg2 <0).

That is, when energization to the first motor generator 4 is cut off and regenerative torque that satisfies the target drive shaft torque is output only by the second motor generator 5, Tmg1 in the above equation (5) is zero and Teg is Teg−. If Tmg2 satisfies the following formula (5-2) with Tef substituted, it is possible to prevent the engine 2 from rotating even if the first motor generator 4 is cut off during deceleration traveling.
Tmg2 × K2 + Tef = Teg ≧ 0 ... (5-2)
That is, the lower limit value of Tmg2 at which the engine 2 does not rotate even when the first motor generator 4 is de-energized is −Tef / K2 from the equation (5-2).

  As a result, the motor ECU 34 stops the engine 2 and drives the second motor generator 5 when a dispersion control abnormality occurs during reverse acceleration, thereby obtaining a torque balance between the power sources, so that the hybrid vehicle The evacuation control process for running 100 at an arbitrary speed can be executed.

(When considering the friction of the engine 2 when applying the present invention)
When engine friction is taken into account, when Tmg2 is −Tef / K2 or less while the hybrid vehicle 100 is moving forward, the motor ECU 34 cuts off power to the first motor generator 4 and Tmg2 is −Tef / K2. If larger, both the first motor generator 4 and the second motor generator 5 are driven.

  Further, according to the above equation (2), when the condition of Tmg2 is converted into the target drive shaft torque, if the target drive shaft torque is equal to or greater than-(1 + K2) Tef / K2, energization to the first motor generator 4 is cut off. However, when the engine 2 does not rotate and the target drive shaft torque is smaller than − (1 + K2) Tef / K2, the first motor generator 4 and the second motor generator 5 are both driven, so that the engine 2 Rotation can be prevented.

  On the other hand, when the vehicle is traveling in reverse, Tmg2 that satisfies the equation in which zero is substituted for Tmg1 in the above equation (6-2) is a condition in which the engine 2 does not rotate even when the first motor generator 4 is cut off. From the above equation (5-2), when Tmg2 is −Teg / K2 or more, it is possible to prevent the engine 2 from rotating even if the first motor generator 4 is cut off.

  When engine friction is taken into account, motor ECU 34 cuts off power to first motor generator 4 when Tmg2 is equal to or higher than -Teg / K2 during reverse travel of hybrid vehicle 100, and Tmg2 is less than -Tef / K2. If so, both the first motor generator 4 and the second motor generator 5 are driven.

  Further, when the condition of Tmg2 is converted into the target drive shaft torque from the above equation (2-2), if the target drive shaft torque is equal to or less than Tef × (1 + K2) / K2, the first motor generator 4 is energized. Even if the engine is shut off, the engine 2 does not rotate. When the target drive shaft torque is larger than Tef × (1 + K2) / K2, the engine 1 is driven by driving both the first motor generator 4 and the second motor generator 5. 2 rotation can be prevented.

  Next, the control process when the above-described abnormality occurs by the control device for the hybrid vehicle 100 according to the present embodiment configured as described above will be described for each of the hybrid ECU 32, the engine ECU 33, and the motor ECU 34. The motor traveling control process described below is executed at a preset time interval.

  Here, the inquiry process described later executed between the hybrid ECU 32, the engine ECU 33, and the motor ECU 34 is a control process executed to confirm each other's soundness and soundness of CAN communication. Is determined according to whether or not a response signal obtained by response processing set in advance is appropriate. For example, when a response signal generated due to CAN communication abnormality is received, it is determined that there is no sound due to occurrence of CAN communication abnormality. When a response signal generated due to an arithmetic processing abnormality in the computer unit is received, it is determined that there is no soundness due to an abnormal control processing. When a response signal is received when the CAN communication is interrupted or when the computer unit itself is abnormally stopped (including no response signal reception), it is determined that an abnormal stop has occurred and the soundness is not good.

  Note that the control process of the hybrid ECU 32, the engine ECU 33, and the motor ECU 34 is described as being executed separately from the normal process. However, the present invention is not limited to this, and communication information performed in the normal control process may be used. .

(Control processing of hybrid ECU 32)
As shown in the flowchart of FIG. 10, the hybrid ECU 32 controls the soundness of CAN communication from the engine ECU 33 in parallel with a normal control process for controlling the entire hybrid vehicle 100 in cooperation with the engine ECU 33 and the motor ECU 34. It is confirmed whether or not the inquiry control signal has been received (step S101).

  In step S101, when the hybrid ECU 32 cannot confirm the inquiry control signal from the engine ECU 33, the hybrid ECU 32 proceeds to step S103 as it is. When the inquiry control signal is confirmed, the hybrid ECU 32 responds to the inquiry control signal. After executing the response process (step S102), the process proceeds to the next step S103.

  Next, the hybrid ECU 32 checks whether or not a control signal for inquiring the soundness of CAN communication and the soundness of the hybrid ECU 32 itself has been sent from the motor ECU 34 (step S103).

  In step S103, when the hybrid ECU 32 cannot confirm the inquiry control signal from the motor ECU 34, the hybrid ECU 32 temporarily terminates this control process. When the inquiry control signal is confirmed, the hybrid ECU 32 changes the inquiry control signal to the inquiry control signal. A corresponding response process is executed (step S104), and this control process is temporarily terminated.

(Control processing of engine ECU 33)
As shown in the flowchart of FIG. 11, the engine ECU 33 sends a control signal for inquiring the soundness of CAN communication to the hybrid ECU 32 (step S201), and has received a response signal in response to the inquiry control signal from the hybrid ECU 32. It is confirmed whether or not (step S202).

  In step S202, if the engine ECU 33 cannot confirm the response signal to the inquiry from the hybrid ECU 32, the engine ECU 33 proceeds directly to step S205, and if the response signal to the inquiry is confirmed, the inquiry response signal is the inquiry response signal. It is checked whether the signal is proper and normal for CAN communication and healthy (step S203).

  In step S203, the engine ECU 33 receives an engine stop request signal for stopping the engine 2 from the motor ECU 34 when the response signal to the inquiry control signal received from the hybrid ECU 32 is appropriate and soundness is confirmed. (Step S204), if the engine stop request signal has not been received, the control process is temporarily terminated. If the engine stop request signal has been received, the process proceeds to step S206.

  In step S203, the engine ECU 33 determines that the response signal to the inquiry control signal received from the hybrid ECU 32 is not appropriate due to the CAN communication abnormality and the soundness cannot be confirmed. In step S202, the engine ECU 33 sends an inquiry from the hybrid ECU 32. If the response signal to the vehicle ECU 34 cannot be confirmed, after reporting the occurrence of abnormality (no soundness) in CAN communication with the hybrid ECU 32 to the motor ECU 34 (step S205), the process proceeds to step S206.

  Next, when the engine ECU 33 has received an engine stop request signal from the motor ECU 34, or after confirming that the CAN communication with the hybrid ECU 32 has failed and is not healthy, the engine ECU 2 The stop control process is executed (step S206), the stop state of the engine 2 is reported to the motor ECU 34 (step S207), and the control process ends.

(Control processing of motor ECU 34)
As shown in the flowchart of FIG. 12, the motor ECU 34 sends a control signal for inquiring the soundness of the CAN communication and the computer unit to the hybrid ECU 32 (step S301), and responds to the inquiry control signal from the hybrid ECU 32. Is confirmed (step S302).

  In step S302, if the motor ECU 34 cannot confirm the response signal to the inquiry from the hybrid ECU 32, the process proceeds to step S305 as it is. If the response signal to the inquiry is confirmed, the response signal for the inquiry is the inquiry response signal. It is checked whether the signal is normal with a signal of CAN communication appropriate and normal to the control signal, or a signal of an arithmetic processing result by the computer unit (step S303).

  In step S303, when the response signal to the inquiry control signal received from the hybrid ECU 32 is appropriate and the soundness of the computer unit of the hybrid ECU 32 and the CAN communication can be confirmed, the engine ECU 33 communicates with the hybrid ECU 32 from the engine ECU 33. It is confirmed whether or not a CAN communication abnormality report (no soundness) has been received (step S304). If no CAN communication abnormality report has been received, this control process is temporarily terminated, and a CAN communication abnormality report is received. Is received, the process proceeds to step S305.

  Further, in step S303, the motor ECU 34 receives a report from the engine ECU 33 that the CAN communication abnormality with the hybrid ECU 32 is not normal, or the hybrid ECU 32 from a response signal to the inquiry control signal received from the hybrid ECU 32. After it is determined that a computer unit abnormality or CAN communication abnormality has occurred and the absence of soundness is confirmed, an engine stop request signal is sent to the engine ECU 32 (step S305), and then the process proceeds to step S306.

  Next, after sending the engine stop request signal to the engine ECU 33, the motor ECU 34 repeatedly confirms the report from the engine ECU 33 and confirms the report that the engine 2 has been stopped (step S306). 2 is executed to calculate a target drive shaft torque corresponding to the accelerator opening and the vehicle speed from the map shown in FIG. 2 (step S307). Based on the target drive shaft torque, the first motor generator 4 and the first drive shaft torque are calculated. The respective output torques of the two motor generators 5 are calculated (step S308), and the control process for adjusting the respective output torques by controlling the driving of the first motor generator 4 and the second motor generator 5 is executed (step S308). S309).

  Thus, the motor ECU 34 can cause the hybrid vehicle 100 to travel by causing the first motor generator 4 and the second motor generator 5 to output a combined torque that matches the target drive shaft torque according to the driver's accelerator operation. It is possible to travel with a retreat operation with excellent drivability.

  At this time, in the motor traveling control process at the time of forward movement in the driving control process of the first motor generator 4 and the second motor generator 5, as shown in the flowchart of FIG. It is determined whether or not the value is smaller than a predetermined value for moving the hybrid vehicle 100 forward (step S1001). Here, for example, the predetermined value may be zero when engine friction is not considered, and may be − (1 + K2) Tef / K2 when engine friction is considered.

  When it is determined that the target drive shaft torque is smaller than the predetermined value, the motor ECU 34 drives the first motor generator 4 and the second motor generator 5 so as to satisfy the above-described equations (2) and (3), thereby performing the target drive. The shaft torque is output to the drive shaft 7 (step S1002).

  On the other hand, when it is determined that the target drive shaft torque is not smaller than the predetermined value, the motor ECU 34 cuts off the power supply to the first motor generator 4 and drives only the second motor generator 5 to drive the target drive shaft torque. Output to the shaft 7 (step S1003).

  Next, as shown in the flowchart of FIG. 14, in the drive control process of the reverse drive in the drive control process of the first motor generator 4 and the second motor generator 5, the motor ECU 34 first determines that the target drive shaft torque is a hybrid. It is determined whether or not the vehicle 100 is larger than a predetermined value for moving the vehicle 100 backward (step S2001). Here, for example, the predetermined value may be zero when engine friction is not considered, and may be Tef × (1 + K2) / K2 when engine friction is considered.

  When it is determined that the target drive shaft torque is greater than the predetermined value, the motor ECU 34 drives the first motor generator 4 and the second motor generator 5 so as to satisfy the above formulas (2-2) and (3). The target drive shaft torque is output to the drive shaft 7 (step S2002).

  On the other hand, when it is determined that the target drive shaft torque is not greater than the predetermined value, the motor ECU 34 cuts off the power supply to the first motor generator 4 and drives only the second motor generator 5 to drive the target drive shaft torque. Output to the shaft 7 (step S2003).

  The predetermined values in the flowcharts of FIGS. 13 and 14 can obtain a certain effect as long as the predetermined drive shaft torque is such that the engine does not rotate forward even when the first motor generator 4 is de-energized. it can.

  Therefore, without considering engine friction, the predetermined value is simply set to zero, and the energization of the first motor generator 4 is cut off during forward traveling acceleration and constant speed traveling, or during backward traveling deceleration and constant speed traveling, The torque of the first motor generator 4 and the second motor generator 5 may be controlled to prevent the engine 2 from rotating forward during deceleration traveling forward or acceleration traveling backward.

  Further, by setting a predetermined value as a positive value, a hysteresis is provided to a threshold value that is a boundary between whether the engine 2 rotates normally, and the certainty for preventing the engine 2 from rotating forward is improved. Although the degree of the effect is reduced, it is possible to obtain a certain power consumption reduction effect.

  Further, it is determined whether or not to cut off the energization of the first motor generator 4 based on the target drive shaft torque. When the target MG2 torque is less than zero, the energization of the first motor generator 4 is cut off and the target When the MG2 torque is zero or more, the torques of the first motor generator 4 and the second motor generator 5 may be controlled.

  As described above, in the hybrid vehicle 100 of the present embodiment, when a CAN communication abnormality occurs between the hybrid ECU 32 and the engine ECU 33 or the motor ECU 34, or when a malfunction occurs in the hybrid ECU 32, a control signal (instruction from the hybrid ECU 32). ), The engine 2 is stopped and the balance of the output torques of the first motor generator 4 and the second motor generator 5 is adjusted, so that the target drive shaft torque corresponding to the accelerator opening and the vehicle speed is obtained. Can be transmitted to the drive shaft 7 to travel at an arbitrary speed, and the retreat performance can be improved.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 Drive mechanism 2 Engine (internal combustion engine)
4 1st motor generator (1st electric motor)
5 Second motor generator (second electric motor)
6 Drive wheel 7 Drive shaft 8 First planetary gear mechanism (rotating element)
9 Second planetary gear mechanism (rotating element)
DESCRIPTION OF SYMBOLS 10 Power split composition mechanism 13, 16 Rotor shaft 19 1st inverter 20 2nd inverter 21 Battery 31 Output transmission mechanism 32 Hybrid ECU (3rd control part)
33 Engine ECU (second control unit)
34 Motor ECU (first control unit)
39a, 39b, 39c Signal line 40 One-way clutch 41 Accelerator opening sensor 42 Shift position sensor 43 Vehicle speed sensor 44 Battery state detection sensor 45 Drive unit state detection sensor 100 Hybrid vehicle

Claims (6)

Control mounted on a hybrid vehicle having at least one electric motor and an internal combustion engine as a power source, each of which is connected to a drive shaft via a rotating element that allows rotation at different rotational speeds A device,
A first control unit that controls driving of the electric motor; a second control unit that controls driving of the internal combustion engine; and a target drive shaft torque that rotates the drive shaft; and the first control unit and A third control unit that controls the electric motor and the internal combustion engine to transmit a torque command signal to each of the second control units and output the target drive shaft torque,
When an abnormality occurs in the third control unit or when a communication abnormality occurs,
Said second control unit stops the driving of the internal combustion engine regardless of whether it prior SL internal combustion engine, wherein the first control unit the target to calculate the target drive shaft torque for rotating the drive shaft A control device for a hybrid vehicle, which controls driving of the electric motor so as to output drive shaft torque. The electric motor has a first electric motor and a second electric motor,
The first control unit includes a vehicle traveling direction and the target drive shaft torque so that the target drive shaft torque is output from the drive shaft when an abnormality occurs in the third control unit or when a communication abnormality occurs. 2. The hybrid vehicle control device according to claim 1, wherein a power running drive, a regenerative drive, or an energization interruption of each of the first electric motor and the second electric motor is controlled based on the value of the first electric motor and the second electric motor. It is configured to be able to send and receive information between the first control unit and the second control unit,
The first control unit has one or both of the functions of detecting the occurrence of an abnormality in the third control unit or the occurrence of an abnormality in communication with the third control unit,
3. The hybrid vehicle control device according to claim 1, wherein when the occurrence of the abnormality is detected, information requesting to stop driving the internal combustion engine is transmitted to the second control unit. 4. It is configured to be able to send and receive information between the first control unit and the second control unit,
The second control unit has one or both of a function of detecting an abnormality occurrence of the third control unit and a function of detecting an abnormality occurrence of communication with the third control unit,
At the time of detecting the occurrence of the abnormality, a control process for stopping the driving of the internal combustion engine is executed, and the detection information on the occurrence of the abnormality is transmitted to the first control unit,
When the first control unit receives the abnormality detection information from the second control unit, the first control unit calculates a target drive shaft torque for rotating the drive shaft and outputs the target drive shaft torque. The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the drive of the electric motor is controlled at the same time. The electric motor is composed of a first electric motor and a second electric motor,
5. The driving device according to claim 1, wherein the first control unit controls driving of the first electric motor or the second electric motor so as to output a torque that restricts rotation of the internal combustion engine. The hybrid vehicle control device according to claim 1. The hybrid vehicle includes a mechanism for limiting rotation in one direction of the internal combustion engine;
The first control unit controls driving so that one of the first electric motor and the second electric motor outputs a torque that restricts rotation of the internal combustion engine in a direction opposite to the one direction. Item 6. The hybrid vehicle control device according to Item 5.

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