JP2011230706A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress discharge of a battery when charging of the battery is difficult in a control device of the vehicle.SOLUTION: While performing driving connection of the multistage transmission 13 to an engine 11 through a clutch 12, the control device carries out driving connection of the multistage transmission 13 to a motor generator 14 through a clutch 15, carries out driving connecting of the driving wheel 17 through a final reduction gear 16 to the multistage transmission 13, and connects the battery 27 to the motor generator 14 through an inverter 23. When a hybrid ECU 100 detects a failure of the clutch 15 based on the detection result of a clutch sensor 62, a battery ECU 103 reduces the amount of discharge of the battery 27.

Description

  The present invention relates to a vehicle control device.

  There has been proposed a hybrid vehicle in which an internal combustion engine, a gear-type stepped transmission, and an electric motor are connected by driving. For example, in the power transmission device for a hybrid vehicle described in Patent Document 1 below, a gear type stepped transmission is connected to the internal combustion engine, and an electric motor is connected to the gear type stepped transmission. The driving force and the driving force of the electric motor can be output to the driving wheel. Therefore, when the vehicle is traveling, the driving force of the internal combustion engine or the electric motor is transmitted to the driving wheels by the gear-type stepped transmission, so that it is possible to reduce the feeling of idling and weakness during shifting. Further, by transmitting the driving force of the internal combustion engine to the electric motor and causing the electric motor to act as a generator, the generated electricity can be stored in the battery.

JP 2009-107626 A

  In the conventional hybrid vehicle power transmission device described above, the drive of the internal combustion engine can be driven even when the vehicle is stopped by blocking the drive transmission between the internal combustion engine and the drive wheels by the gear type stepped transmission. The generated electricity can be stored in the battery by generating power by transmitting the force to the electric motor. However, when a failure occurs in the gear type stepped transmission, the drive transmission between the internal combustion engine, the gear type stepped transmission, the motor, and the drive wheels cannot be released, and the vehicle cannot travel on a congested road. As a result, only the electric motor cannot be driven by the driving force of the internal combustion engine, the amount of charge of the battery decreases, power supply to the battery becomes difficult, and the amount of charge of the battery decreases.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can suppress battery discharge when it is difficult to charge the battery.

  The vehicle control apparatus according to the present invention includes an internal combustion engine, an electric motor, and power that can transmit the power of the internal combustion engine to the motor and can transmit the power of the internal combustion engine and the power of the electric motor to drive wheels. A transmission device, a battery capable of supplying electric power to the electric motor and capable of storing electric power generated by the electric motor, and a connection state and power capable of transmitting power between the internal combustion engine and the electric motor. A power transmission switching device that can be switched to a disconnectable disconnection state, the control device comprising a failure detection unit that detects a failure of the transmission switching device; A battery control unit that controls a charge state and a discharge state and reduces a discharge amount of the battery when the failure detection unit detects a failure of the power transmission switching device. To.

  In the vehicle control device, the battery control unit can control a charge amount and a discharge amount of the battery based on a preset charge / discharge map, and the failure detection unit detects a failure of the power transmission switching device. When is detected, it is preferable to reduce the discharge amount with respect to the charge state amount in the charge / discharge map.

  In the vehicle control device, the battery control unit can control a charge amount and a discharge amount of the battery based on a preset charge / discharge map, and the failure detection unit detects a failure of the power transmission switching device. It is preferable that the switching point between charging and discharging of the required charging power in the charging / discharging map is shifted to the side where the charging state amount increases.

  In the vehicle control device, when the failure detection unit detects a failure of the power transmission switching device, the battery control unit shifts to a side that increases a charge state amount lower limit value that requires charging of the battery. It is preferable to do.

  The vehicle control device according to the present invention reduces the amount of discharge of the battery when detecting a failure of the power transmission switching device capable of transmitting power between the internal combustion engine and the electric motor, so that the battery is charged. This makes it possible to suppress battery discharge when this is difficult.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing battery control processing in the vehicle control apparatus of the present embodiment. FIG. 3 is a graph showing a discharge region and a charge region with respect to a battery charge state quantity (SOC). FIG. 4 is a graph showing the battery charge state quantity (SOC) with respect to the battery temperature. FIG. 5 is a graph showing changes in the state of charge (SOC) of the battery.

  Embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment.

Embodiment
FIG. 1 is a schematic configuration diagram illustrating a vehicle control device according to an embodiment of the present invention, FIG. 2 is a flowchart illustrating battery control processing in the vehicle control device of the present embodiment, and FIG. 3 is a battery charge state. FIG. 4 is a graph showing the battery charge state amount (SOC) with respect to the battery temperature, and FIG. 5 is a graph showing the change of the battery charge state amount (SOC) with respect to the battery temperature. .

  As shown in FIG. 1, the hybrid vehicle of the present embodiment includes an engine (internal combustion engine) 11, a manual clutch 12, a manual multi-speed transmission (power transmission device) 13, and a motor generator ( It has an electric motor 14, an electric or hydraulic clutch (power transmission switching device) 15, a final reduction device (power transmission device) 16, and drive wheels 17.

  The engine 11 is an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy. The engine 11 uses gasoline as fuel and reciprocates the piston to output shaft (crankshaft). ) 21 can output mechanical power. The engine 11 includes a fuel injection device and an ignition device. The operation of the fuel injection device and the ignition device is controlled by an engine electronic control device (hereinafter referred to as an engine ECU) 101. The engine ECU 101 controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device, and mechanical power (engine output torque) output from the output shaft 21 of the engine 11. ) Can be adjusted.

  The engine ECU 101 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. It is composed of a backup RAM or the like for storing stored information.

  The motor generator 14 converts the supplied electric power into mechanical power (motor output torque) and outputs it from the output shaft 22, and the mechanical power input to the output shaft 22. It also has a function as a generator (generator) that converts it into electric power and collects it. The motor generator 14 is configured as, for example, a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by a stator 24 that is supplied with three-phase AC power from the inverter 23 to form a rotating magnetic field. And a rotor 25 as a rotor. The rotor 25 rotates integrally with the output shaft 22. The motor generator 14 is provided with a rotation sensor (resolver) that detects the rotation angle position of the rotor 25, and the rotation sensor refers to a detection signal as an electronic control unit for motor generator (hereinafter referred to as motor ECU). ) 102. The motor ECU 102 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like.

  Further, the motor generator 14 has an output shaft 22 connected to an input shaft 36 of the multi-stage transmission 13 via a gear pair (power transmission device) 26. When the motor generator 14 functions as a motor, the motor generator 14 outputs the motor output torque to the multi-stage transmission 13. On the other hand, when functioning as a generator, mechanical power from the multi-stage transmission 13 is input to the output shaft 22.

  The gear pair 26 includes a first gear 26a and a second gear 26b that are in mesh with each other. The first gear 26 a is fixed to the output shaft 22 of the motor generator 14 so that it can rotate integrally with the rotor 25. On the other hand, the second gear 26b is formed to have a larger diameter than the first gear 26a, and is fixed so as to rotate integrally with the output shaft 37 of the multi-stage transmission 13. In this case, the gear pair 26 functions as a speed reduction mechanism when a rotational torque is input from the rotor 25 side, and functions as a speed increase mechanism when a rotational torque is input from the output shaft 37 side of the multi-stage transmission 13. To do.

  The motor generator 14 is connected to a battery (secondary battery) 27 via an inverter 23. The DC power from the battery 27 is converted into AC power by the inverter 23 and supplied to the motor generator 14. The motor generator 14 supplied with the AC power operates as a motor and outputs a motor output torque from the output shaft 22. On the other hand, when the motor generator 14 is operated as a generator, the AC power from the motor generator 14 is converted into DC power by the inverter 23 and collected in the battery 27 or is regenerated to the drive wheel 17 while regenerating power. A braking force (regenerative braking) can be applied. In this case, in the motor generator 14, mechanical power (output torque) output from the multi-stage transmission 13 is input to the rotor 25 via the output shaft 22, and this input torque is converted into AC power. The operation of the inverter 23 is controlled by the motor ECU 102.

  The battery 27 is connected to a battery electronic control device (hereinafter referred to as a battery ECU) 103 that manages the state of charge (SOC). The battery ECU 103 transmits a signal related to the state of charge (SOC amount) to the battery ECU 103 as a signal corresponding to the state of charge of the battery 27 detected by the SOC sensor 61. The battery ECU 103 determines the charge state of the battery 27 based on this signal, and determines whether charging and discharging are necessary.

  The multi-stage transmission 13 uses the power of the engine 11 and the motor generator 14 (engine output torque and motor output torque) as driving force and transmits the driving force to the left and right drive wheels 17 via the final reduction gear 16.

  This manual multi-stage transmission 13 has four forward speeds and one reverse speed, and the first speed gear stage 31, the second speed gear stage 32, and the third speed are the forward speed stages. A gear stage 33 and a fourth gear stage 34 are provided, and a reverse gear stage 35 is provided as a reverse gear stage. The forward gear is configured so that the gear ratio decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, and the fourth speed gear stage 34. The multi-stage transmission 13 includes an input shaft 36 to which the engine output torque of the engine 11 is transmitted, and an output shaft 37 that is disposed in parallel to the input shaft 36 with a space therebetween. The multi-stage transmission 13 is simply described in its configuration, and the number and arrangement of the respective shift stages are not limited to those shown in FIG.

  Here, the first speed gear stage 31 is composed of a first speed drive gear 31a and a first speed driven gear 31b that are in mesh with each other, and the first speed drive gear 31a is disposed on the input shaft 36, and The first speed driven gear 31 b is disposed on the output shaft 37. The second speed gear stage 32 includes a second speed drive gear 32a and a second speed driven gear 32b that are in mesh with each other, and the second speed drive gear 32a is disposed on the input shaft 36 and is driven by the second speed drive. The gear 32 b is disposed on the output shaft 37. The third speed gear stage 33 includes a third speed drive gear 33a and a third speed driven gear 33b that are in mesh with each other, and the third speed drive gear 33a is disposed on the input shaft 36 and is driven by the third speed drive. The gear 33 b is disposed on the output shaft 37. The fourth speed gear stage 34 includes a fourth speed drive gear 34a and a fourth speed driven gear 34b that are in mesh with each other, and the fourth speed drive gear 34a is disposed on the input shaft 36 and is driven by the fourth speed driven. The gear 34 b is disposed on the output shaft 37.

  The reverse gear stage 35 includes a reverse drive gear 35a, a reverse driven gear 35b, and a reverse intermediate gear 35c. The reverse drive gear 35a is disposed on the input shaft 36, the reverse driven gear 35b is disposed on the output shaft 37, the reverse intermediate gear 35c is in mesh with the reverse drive gear 35a and the reverse driven gear 35b, and the rotation shaft 38 is engaged. Placed on top.

  In the actual configuration of the multi-stage transmission 13, one of the drive gears of each shift stage is disposed so as to rotate integrally with the input shaft 36, while the remaining drive gear is connected to the input shaft 36. It arrange | positions so that it may rotate relatively with respect to it. Further, the driven gears of the respective speed stages are arranged so that any one of them rotates integrally with the output shaft 37, while the rest are arranged so as to rotate relative to the output shaft 37.

  In addition, the input shaft 36 and the output shaft 37 have sleeves that move in the axial direction by a shift operation of the shift operation device by the driver. The sleeve moves in the axial direction when the driver operates the speed change operation device, and rotates the relatively rotatable drive gear and driven gear positioned in the moved direction together with the input shaft 36 and the output shaft 37. In the manual multi-speed transmission 13, the sleeve moves in a direction corresponding to the shift operation of the driver, and can be switched to a shift stage or a neutral position according to the shift operation.

  The clutch 12 is interposed between the engine 11 and the multi-stage transmission 13, and a connected state in which power can be transmitted between the engine 11 and the multi-stage transmission 13 and a disconnected state in which power transmission can be interrupted. And can be switched. The clutch 12 is a dry or wet single-plate clutch or multi-plate clutch, and has a disk-shaped friction plate. The engine output torque of the engine 11 is shifted from the output shaft 21 by a multi-stage transmission by the friction force of the friction plate. It can be transmitted to the input shaft 36 of the machine 13. The clutch 12 can perform a switching operation (switching operation between a connected state and a disconnected state) of its operating state by a depression operation of a clutch pedal by a driver.

  The clutch 15 is interposed between the multi-stage transmission 13 and the motor generator 14, and a connection state in which power can be transmitted between the multi-stage transmission 13 and the motor generator 14 and power transmission are interrupted. It is possible to switch to a possible disconnection state. The clutch 15 is a dog clutch, and is connected to the input shaft 36 and has external teeth with the output shaft 22 of the motor generator 14 and the input shaft 36 of the multi-stage transmission 13 arranged on the same axis. A clutch member; a clutch hub coupled to the output shaft 22; and a sleeve formed with inner teeth that are axially movable and non-rotatable on the outer peripheral side of the clutch hub. After synchronizing each rotational speed, the output shaft 22 and the input shaft 36 are connected by meshing the outer teeth and the inner teeth. The clutch 15 can perform an operation state switching operation (connection state and disconnection state switching operation) by the operation of the actuator 41.

  The final reduction gear 16 decelerates the input torque input from the output shaft 37 of the multi-stage transmission 13 and distributes it to the left and right drive shafts 17. The final reduction gear 16 includes a pinion gear 51 fixed to the end of the output shaft 37, a ring gear 52 that meshes with the pinion gear 51 and converts the rotational direction to an orthogonal direction while reducing rotational torque, And a differential mechanism 53 that distributes the rotational torque input via the ring gear 52 to the left and right drive wheels 17.

  Further, this hybrid vehicle is provided with an electronic control unit (hereinafter referred to as a hybrid ECU) 100 that comprehensively controls the operation of the entire vehicle. The hybrid ECU 100 includes a CPU, a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. Information such as detection signals of various sensors and control commands can be exchanged with the ECU 101, the motor ECU 102, and the battery ECU 103.

  The hybrid ECU 100 can switch between the engine operation mode, the hybrid operation mode, and the motor operation mode based on information such as the driver's drive request, the state of charge of the battery 27, and the vehicle running state.

  That is, when the hybrid ECU 100 selects the engine operation mode, the engine ECU 101, the motor generator ECU 102, and the battery ECU 103 are configured to generate the required driving force according to the driver's driving request in principle only with the engine output torque of the engine 11. Send a control command. The engine ECU 101 controls the fuel injection amount of the engine 11 so as to generate the engine output torque. On the other hand, motor ECU 102 and battery ECU 103 control motor generator 14 and battery 27 so that motor generator 14 is not operated as a motor or a generator.

  Further, when the hybrid ECU 100 selects the hybrid operation mode, in principle, the required driving force corresponding to the driving request of the driver is generated by the engine output torque of the engine 11 and the output of the motor generator 14 as a motor or a generator. A control command is sent to engine ECU 101, motor ECU 102, and battery ECU 103. The engine ECU 101 controls the fuel injection amount of the engine 11 so as to generate a predetermined engine output torque, and the motor ECU 102 controls the inverter 23 so as to generate a predetermined motor output torque to the motor generator 14. The amount of power supply is controlled. Further, the battery ECU 103 manages the charge amount and discharge amount of the battery 27.

  Further, when the hybrid ECU 100 selects the motor operation mode, the engine ECU 101, the motor ECU 102, and the battery ECU 103 are controlled so that the required driving force corresponding to the driving request of the driver is generated only by the motor output torque of the motor generator 14. Send a command. The motor ECU 102 controls the inverter 23 so as to generate the motor output torque to control the amount of power supplied to the motor generator 14. At this time, the engine ECU 101 sends a control command for stopping the operation of the engine 11 in order to improve the fuel consumption performance.

  As described above, the hybrid ECU 100 can select any one of the engine operation mode, the hybrid operation mode, and the motor operation mode in the hybrid vehicle in the vehicle control apparatus of the present embodiment configured as described above. In this case, in each operation mode, the clutch 15 is disengaged by the actuator 41 so that the power of the engine 11 and the power of the motor generator 14 can be transmitted to the drive wheels 17 via the multi-stage transmission 13 and the final reduction gear 16.

  Further, the battery ECU 103 charges or discharges the battery 27 based on the charge state amount (SOC amount) of the battery 27 detected by the SOC sensor 61. When charging the battery 27, the hybrid ECU 100 places the clutch 15 in the connected state by the actuator 41, and sends the power of the engine 11 to the motor generator 14 via the input shaft 36, the clutch 15, and the output shaft 22 of the multi-stage transmission 13. It can be transmitted. The motor ECU 102 operates the motor generator 14 as a generator, converts AC power generated by the motor generator 14 into DC power by the inverter 23, and stores it in the battery 27. At this time, the battery ECU 103 controls the charge amount and discharge amount of the battery 27 based on a preset charge / discharge map.

  When the clutch 15 fails with the output shaft 22 of the motor generator 14 connected to the input shaft 36 of the multi-stage transmission 13, the motor generator 14 drives the multi-stage transmission 13, the final reduction gear 16, and the drive. Since the vehicle is in a drivingly connected state with the wheel 17, the motor generator 14 cannot be operated to generate electricity unless the vehicle travels. For example, when the vehicle encounters a congested road in this failed state, charging of the battery 27 is restricted, and the amount of charge is reduced. When the charge amount of the battery 27 is reduced, the electric power for driving the auxiliary machine is insufficient.

  Therefore, in this embodiment, the clutch sensor 62 that detects the connection state or the disconnection state of the clutch 15 as the transmission switching device of the present invention is provided, and the hybrid ECU 100 includes a switching command to the actuator 41 that operates the clutch 15, A failure of the clutch 15 is detected based on the state of the clutch 15 (connected state or disconnected state) detected by the sensor 62. That is, even if the hybrid ECU 100 outputs a disconnection command (connection command) for the clutch 15 to the actuator 41, the hybrid ECU 100 determines a failure of the clutch 15 when the clutch sensor 62 detects the connection state (disconnection state) of the clutch 15. . In the present embodiment, the hybrid ECU 100 and the clutch sensor 62 function as a failure detection unit of the present invention. When hybrid ECU 100 determines that clutch 15 has failed, hybrid ECU 100 outputs a command to battery ECU 103 serving as a battery control unit, and battery ECU 103 reduces the amount of discharge of battery 27.

  Specifically, the battery ECU 103 can control the charge amount and the discharge amount of the battery 27 based on a preset charge / discharge map. When the hybrid ECU 100 detects a failure of the clutch 15, the charge in the charge / discharge map is performed. The amount of discharge with respect to the state quantity is reduced.

  Further, when the hybrid ECU 100 detects a failure of the clutch 15, the battery ECU 103 shifts the switching point between charging and discharging of the requested charging power in the charging / discharging map to the side where the charging state amount increases.

  Further, when the hybrid ECU 100 detects a failure of the clutch 15, the battery ECU 103 shifts to a side where the charge state amount lower limit value at which the battery 27 needs to be charged is increased.

  Here, the battery control process in the vehicle control apparatus of the present embodiment will be described in detail based on the flowchart of FIG.

  In the battery control in the vehicle control apparatus of the present embodiment, as shown in FIG. 2, it is determined in step S11 whether or not the clutch (dog clutch) 15 is in a fail (failure) state. In this case, the hybrid ECU 100 determines the failure state of the clutch 15 based on the operation command to the clutch 15 and the detection result of the clutch sensor 62. If it is determined that the clutch 15 is in a failed state (Yes), it is determined in step S12 whether the clutch (dog clutch) 15 is in a connected state. In this case, the hybrid ECU 100 determines the connection state of the clutch 15 based on the detection result of the clutch 15 detected by the clutch sensor 62.

  If it is determined in step S11 that the clutch 15 is not in a failed state (No), or if it is determined in step S12 that the clutch 15 is not in a connected state (No), this routine is exited without doing anything.

  On the other hand, if it is determined in step S11 that the clutch 15 is in a failed state (Yes) and it is determined in step S12 that the clutch 15 is in a connected state (Yes), in step S13, the battery ECU 103 Decreases the discharge amount with respect to the charge state amount in the preset charge / discharge map, and shifts the charging / discharging switching point of the required charge power in the charge / discharge map to the side where the charge state amount increases.

  That is, as shown in FIG. 3, the battery ECU 103 has a charge required power Pcharge with respect to the state of charge SOC, that is, a charge / discharge map representing the discharge region and the charge region. In this charge / discharge map, since the charge amount of the battery 27 is insufficient in the low region of the charge state amount SOC, the charge request power Pcharge is set so that the battery 27 is charged appropriately. On the other hand, in the charge / discharge map, since the charge amount of the battery 27 is sufficient in the high region of the state of charge SOC, the charge request power Pcharge is set so that the battery 27 is properly discharged. In this case, the required charge power Pcharge in the low region of the state of charge SOC is + (plus), and the required charge power Pcharge in the high region of the state of charge SOC is-(minus).

  In the charge / discharge map, the required charge power Pcharge (+) on the low region side of the state of charge SOC increases at a predetermined position, and the required charge power Pcharge (−) on the high region side of the state of charge SOC is predetermined. Are connected at the switching point A (A1, A2) where the required charging power Pcharge becomes 0, that is, the center point of the state of charge SOC.

  In step S13 described above, the battery ECU 103 performs charging through the switching point A2 represented by the one-point difference line in the charge / discharge map illustrated in FIG. 3 with the charging required power Pcharge corresponding to the charging state quantity SOC passing through the switching point A1 represented by the solid line. It changes to charge demand electric power Pcharge with respect to state quantity SOC. In other words, the amount of discharge in the high region of the state of charge SOC is reduced, and the switching point A1 between charging and discharging of the required charging power Pcharge is shifted to the switching point A2 where the state of charge SOC increases.

  Note that the state of charge SOC of the battery 27 also depends on the temperature of the battery 27. As shown in FIG. 4, a table representing the amount of state of charge SOC of the battery with respect to the battery temperature is set. In the present embodiment, this table means that the area represented by A1 is changed to the area represented by A2.

  Therefore, even if the charge state amount SOC of the battery 27 is sufficient, the battery ECU 103 decreases the discharge amount of the battery 27, the net required charge power Pcharge decreases, and the charge state amount SOC of the battery 27 decreases. It becomes difficult to do.

  Returning to FIG. 2, in step S <b> 14, the battery ECU 103 subsequently proceeds to the side of increasing the charge state amount lower limit value at which the battery 27 needs to be charged. That is, as shown in FIG. 5, the state of charge SOC of the battery 27 varies with the passage of time due to the running of the hybrid vehicle and the use of auxiliary equipment. When the state of charge SOC of the battery 27 fluctuates, the battery ECU 103 is set with a charge state amount lower limit value that requires the battery 27 to be charged and a charge state amount upper limit value that requires the battery 27 to be discharged.

  In step S14 described above, the battery ECU 103 changes the charge state amount lower limit value represented by the solid line in FIG. 5 to the charge state amount lower limit value represented by the alternate long and short dash line in FIG. That is, it has shifted to the side where the charge state amount lower limit value of the battery 27 is increased.

  For this reason, the battery ECU 103 starts charging the battery 27 even if the state of charge SOC of the battery 27 does not decrease to a position close to 0%. The average value of the state of charge SOC increases.

  As described above, in the vehicle control apparatus of the present embodiment, the multi-stage transmission 13 is drivingly connected to the engine 11 via the clutch 12 and the multi-stage transmission 13 is drivingly connected to the motor generator 14 via the clutch 15. Then, the driving wheel 17 is drivingly connected to the multi-stage transmission 13 via the final reduction gear 16, and the battery 27 is connected to the motor generator 14 via the inverter 23, and the hybrid ECU 100 is based on the detection result of the clutch sensor 62. When the failure of the clutch 15 is detected, the battery ECU 103 reduces the amount of discharge of the battery 27.

  Therefore, in a state where the motor generator 14 and the multi-stage transmission 13 are drivingly connected by the clutch 15, that is, in a situation where the hybrid vehicle cannot travel and it is difficult to charge the battery 27, the discharge of the battery 27 is suppressed. Thus, the state of charge SOC of the battery 27 is less likely to decrease, and it is possible to protect the battery 27 and secure electric power for driving an auxiliary machine or the like.

  Further, in the vehicle control apparatus of the present embodiment, the battery ECU 103 can control the charge amount and discharge amount of the battery 27 based on a preset charge / discharge map, and the hybrid ECU 100 detects a failure of the clutch 15. Sometimes, the discharge amount with respect to the charge state amount in the charge / discharge map is reduced. Therefore, even if the charge state amount SOC of the battery 27 is sufficient, the battery ECU 103 decreases the discharge amount of the battery 27, the net required charge power Pcharge decreases, and the charge state amount SOC of the battery 27 decreases. Can be suppressed.

  Further, in the vehicle control apparatus of the present embodiment, when the hybrid ECU 100 detects a failure of the clutch 15, the battery ECU 103 increases the state of charge at the switching point between charging and discharging of the required charging power in the charging / discharging map. To the side. Therefore, even if the charge state amount SOC of the battery 27 is sufficient, the battery ECU 103 decreases the discharge amount of the battery 27, the net required charge power Pcharge decreases, and the charge state amount SOC of the battery 27 decreases. Can be suppressed.

  Further, in the vehicle control apparatus of the present embodiment, when the hybrid ECU 100 detects a failure of the clutch 15, the battery ECU 103 shifts to a side where the charge state amount lower limit value at which the battery 27 needs to be charged is increased. Accordingly, the battery ECU 103 starts charging the battery 27 at an early stage, and can suppress a decrease in the state of charge SOC of the battery 27.

  As described above, the vehicle control device according to the present invention can suppress battery discharge when it is difficult to charge the battery by reducing the amount of battery discharge when the transmission switching device fails. It is useful for an apparatus for controlling any vehicle.

11 Engine (Internal combustion engine)
12 Clutch 13 Multi-stage transmission (power transmission device)
14 Motor generator (electric motor)
15 Clutch (Power transmission switching device)
16 Final reduction gear (power transmission device)
17 Drive Wheel 26 Gear Pair (Power Transmission Device)
61 SOC sensor 62 Clutch sensor (failure detection unit)
100 Hybrid ECU (Failure detection unit)
101 engine ECU
102 motor ECU
103 battery ECU (battery controller)

Claims (4)

An internal combustion engine;
An electric motor;
A power transmission device capable of transmitting the power of the internal combustion engine to the electric motor and transmitting the power of the internal combustion engine and the power of the motor to drive wheels;
A battery capable of supplying electric power to the electric motor and capable of storing electric power generated by the electric motor;
A power transmission switching device capable of switching between a connected state capable of transmitting power between the internal combustion engine and the electric motor and a disconnected state capable of interrupting power;
A control device used for a vehicle comprising:
The control device
A failure detection unit for detecting a failure of the transmission switching device;
A battery control unit that controls a charge state and a discharge state of the battery and reduces a discharge amount of the battery when the failure detection unit detects a failure of the power transmission switching device;
A vehicle control apparatus comprising:   The battery control unit can control a charge amount and a discharge amount of the battery based on a preset charge / discharge map, and when the failure detection unit detects a failure of the power transmission switching device, the charge / discharge The vehicle control device according to claim 1, wherein a discharge amount with respect to a charge state amount in the map is reduced.   The battery control unit can control a charge amount and a discharge amount of the battery based on a preset charge / discharge map, and when the failure detection unit detects a failure of the power transmission switching device, the charge / discharge The vehicle control device according to claim 1 or 2, wherein a switching point between charging and discharging of the requested charging power in the map is shifted to a side where the charging state amount increases.   The battery control unit, when the failure detection unit detects a failure of the power transmission switching device, shifts to a side that increases a charge state amount lower limit value that requires charging of the battery. The vehicle control device according to any one of 1 to 3.

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