Control device

Abstract

The present invention provides a control device that appropriately diagnoses the state of equipment mounted in a vehicle. The control device (60) is a control device (60) of a vehicle (1) connected via a planetary gear mechanism (31) to an engine (11), a first electric generator (21) (generator) capable of generating electricity using power output from the engine (11), and a second electric generator (23) (drive motor) connected to a drive wheel (33). The control device includes a control unit that diagnoses the state of at least one of the engine (11), the first electric generator (21), and the second electric generator (23) based on the relationship between the rotational speeds of the engine (11), the first electric generator (21), and the second electric generator (23).

Description

Technical Field

[0001] This invention relates to a control device. Background Technology

[0002] In recent years, hybrid vehicles equipped with an engine and a drive motor as drive sources have been widely used. In such vehicles, the engine, a generator capable of generating electricity using power output from the engine, and a drive motor connected to the drive wheels are connected via a planetary gear mechanism as a power splitting mechanism (see, for example, Patent Document 1). The planetary gear mechanism splits the power output from the engine and transmits it to the generator and the drive motor.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-116153 Summary of the Invention

[0006] Technical issues

[0007] As mentioned above, hybrid vehicles are equipped with various devices (specifically, engines, generators, drive motors, etc.). If these devices malfunction, it may be difficult to continue driving the vehicle. Therefore, in such cases, the vehicle needs to be transported to a dealership for inspection and repair. Thus, it is desirable to properly diagnose the condition of the equipment within the vehicle.

[0008] Therefore, in view of such issues, the present invention aims to provide a control device capable of appropriately diagnosing the state of equipment mounted in a vehicle.

[0009] Technical solution

[0010] To solve the above problems, the control device of the present invention is a vehicle control device that is connected via a planetary gear mechanism to an engine, a generator capable of generating electricity using power output from the engine, and a drive motor connected to the drive wheels. The control device includes a control unit that diagnoses the state of at least one of the engine, generator, and drive motor based on the relationship between the rotational speeds of the engine, generator, and drive motor.

[0011] The control unit can perform speed maintenance control, which controls the operation of the engine, generator, and drive motor by maintaining their speeds. During the execution of speed maintenance control, the state of the engine and generator is diagnosed based on whether the engine speed is being maintained.

[0012] The control unit can perform speed maintenance control, which controls the operation of the engine, generator, and drive motor by maintaining the speed of the engine, generator, and drive motor. During the execution of speed maintenance control, the state of the drive motor is diagnosed based on whether the vehicle speed is being maintained.

[0013] RPM maintenance control may include control for cutting off fuel from the engine.

[0014] Rotational speed maintenance control can include the control of the drive engine.

[0015] Technical effect

[0016] According to the present invention, the condition of equipment mounted on a vehicle can be appropriately diagnosed. Attached Figure Description

[0017] Figure 1 This is a schematic diagram illustrating a simplified configuration of a vehicle according to an embodiment of the present invention.

[0018] Figure 2 This is a nomogram showing the relationship between the rotational speeds of the engine, the first electric generator, and the second electric generator according to an embodiment of the present invention.

[0019] Figure 3 This is a block diagram illustrating an example of the functional configuration of a control device according to an embodiment of the present invention.

[0020] Figure 4 This is a flowchart illustrating an example of the overall processing flow for diagnosis performed by the control device according to an embodiment of the present invention.

[0021] Figure 5 This is a flowchart illustrating an example of the processing flow in the first diagnosis performed by the control device according to an embodiment of the present invention.

[0022] Figure 6 This is a nomogram showing an example of the rotational speeds of the engine, the first electric generator, and the second electric generator, as well as the torque acting on the engine, the first electric generator, and the second electric generator during the execution of the first diagnosis in an embodiment of the present invention.

[0023] Figure 7 This is a flowchart illustrating an example of the processing flow in the second diagnosis performed by the control device according to an embodiment of the present invention.

[0024] Figure 8 This is a nomogram showing an example of the rotational speeds of the engine, the first electric generator, and the second electric generator, as well as the torque acting on the engine, the first electric generator, and the second electric generator during the execution of the second diagnosis in an embodiment of the present invention.

[0025] Figure 9 This is a flowchart illustrating an example of the processing flow in the third diagnosis performed by the control device according to an embodiment of the present invention.

[0026] Figure 10 This is a flowchart illustrating an example of the processing flow in the fourth diagnostic procedure performed by the control device according to an embodiment of the present invention.

[0027] Symbol Explanation

[0028] 1 vehicle

[0029] 11 Engine

[0030] 21. First electric generator (generator)

[0031] 23 Second electric generator (drive motor)

[0032] 31 Planetary Gear Mechanism

[0033] 31a Sun Gear

[0034] 31b Planetary Carrier

[0035] 31c Gear Ring

[0036] 60 Control device

[0037] 61 Acquisition Department

[0038] 62 Control Department

[0039] 62a Engine Control Unit

[0040] 62b Motor Control Unit

[0041] 62c Display Control Unit

[0042] 62d Diagnostic Department Detailed Implementation

[0043] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely examples to facilitate understanding of the invention and are not intended to limit the scope of the invention unless specifically indicated. It should be noted that in this specification and the accompanying drawings, elements having substantially the same function or structure are labeled with the same symbols, and repeated descriptions are omitted. Furthermore, elements not directly related to the present invention are omitted from the illustrations.

[0044] <Vehicle Composition>

[0045] Reference Figures 1-3 The configuration of vehicle 1 according to an embodiment of the present invention will be described.

[0046] Figure 1 This is a schematic diagram showing the simplified structure of vehicle 1. (As shown) Figure 1 As shown, vehicle 1 includes an engine 11, a first electric generator 21, a first converter 22, a second electric generator 23, a second converter 24, a battery 25, a planetary gear mechanism 31, a gear set 32, a drive wheel 33, a display device 41, a vehicle speed sensor 51, an engine speed sensor 52, a slope sensor 53, a first temperature sensor 54, a second temperature sensor 55, and a control device 60. The planetary gear mechanism 31 has a sun gear 31a, a planet carrier 31b, and a ring gear 31c. The first electric generator 21, the first converter 22, the second electric generator 23, and the second converter 24 are respectively connected to... Figure 1 The first MG, first INV, second MG, and second INV correspond to each other.

[0047] It should be noted that the first electric generator 21 is an example of the generator of the present invention. Furthermore, the second electric generator 23 is an example of the drive motor of the present invention.

[0048] Engine 11 is an internal combustion engine that generates power using gasoline or the like as fuel. Engine 11 outputs power to drive drive wheel 33. It should be noted that the power output from engine 11 is also used to generate electricity for the first electric generator 21. The crankshaft, which serves as the output shaft of engine 11, is connected to the planet carrier 31b of the planetary gear mechanism 31.

[0049] The first electric generator 21 is, for example, a three-phase AC motor, and is connected to the battery 25 via a first converter 22. It should be noted that the first converter 22 is housed within a power control unit P1, which includes various devices for converting electricity (e.g., a DC-DC converter). The first electric generator 21 is capable of generating electricity using power output from the engine 11. The electricity generated by the first electric generator 21 is supplied to the battery 25 via the first converter 22. Thus, the battery 25 is charged. It should be noted that the first electric generator 21 can also be driven and output power using electricity from the battery 25. The output shaft of the first electric generator 21 is connected to the sun gear 31a of the planetary gear mechanism 31.

[0050] The second electric generator 23 is, for example, a three-phase AC motor, and is connected to the battery 25 via a second converter 24. It should be noted that the second converter 24 is housed within a power control unit P2, which includes various devices for converting electricity (e.g., a DC-DC converter). The second electric generator 23 is driven by the power from the battery 25 and outputs power to drive the drive wheel 33. It should be noted that the second electric generator 23 can also regenerate electricity using the kinetic energy of the drive wheel 33 when the vehicle 1 decelerates. The electricity generated by the second electric generator 23 is supplied to the battery 25 via the second converter 24. Thus, the battery 25 is charged. The output shaft of the second electric generator 23 is connected to the ring gear 31c of the planetary gear mechanism 31.

[0051] As described above, the engine 11, the first electric generator 21, and the second electric generator 23 are connected via a planetary gear mechanism 31. The planetary gear mechanism 31 is a power splitting mechanism that divides and transmits the power output from the engine 11 to the first electric generator 21 and the second electric generator 23. In the planetary gear mechanism 31, the ring gear 31c is concentrically arranged on the outer periphery relative to the sun gear 31a. The planet carrier 31b supports a plurality of planetary gears that mesh with the sun gear 31a and the ring gear 31c, allowing them to rotate freely on their own axis and revolve freely around the sun gear 31a.

[0052] Figure 2 This is a nomogram showing the relationship between the rotational speeds of engine 11, first electric generator 21, and second electric generator 23. (Example) Figure 2 As shown in the nomogram, with the vertical axes representing the revolutions of the first electric generator 21 (i.e., the revolutions of the sun gear 31a), the revolutions of the engine 11 (i.e., the revolutions of the planetary carrier 31b), and the revolutions of the second electric generator 23 (i.e., the revolutions of the ring gear 31c) arranged side-by-side in this order, the revolutions of the engine 11, the first electric generator 21, and the second electric generator 23 are in a linear parallel relationship. The ratio of the interval D1 between the vertical axes representing the revolutions of the first electric generator 21 and the engine 11, and the ratio of the interval D2 between the vertical axes representing the revolutions of the engine 11 and the second electric generator 23, is consistent with the ratio of the number of teeth of the ring gear 31c to the number of teeth of the sun gear 31a.

[0053] As described above, the revolutions per minute (RPM) of the engine 11, the first electric generator 21, and the second electric generator 23 are arranged in a linear parallel relationship on the nomogram. Furthermore, the following relationship exists: if the RPM of two of the engine 11, the first electric generator 21, and the second electric generator 23 is determined, the RPM of the remaining one is uniquely determined. In this embodiment, this relationship between the RPMs of the engine 11, the first electric generator 21, and the second electric generator 23 is used to diagnose these devices. It should be noted that the diagnostic process will be described in detail later.

[0054] like Figure 1 As shown, the second electric generator 23 is connected to the drive wheel 33. Specifically, the output shaft of the second electric generator 23 is connected to the drive wheel 33 via a gear set 32. The gear set 32 ​​includes multiple gears. Power output from the engine 11 and power output from the second electric generator 23 are transmitted to the drive wheel 33 via the gear set 32. It should be noted that the drive wheel 33 can be either the front wheel or the rear wheel. Alternatively, the drive wheel 33 can be both the front and rear wheels. That is, power output from the output side of the gear set 32 ​​can be transmitted to both the front and rear wheels.

[0055] As described above, vehicle 1 is a hybrid vehicle equipped with an engine 11 and a second electric generator 23 as its drive sources. Therefore, vehicle 1 can switch between HEV mode, EV mode, and engine driving mode. The HEV mode is a mode in which the vehicle operates using power output from both the engine 11 and the second electric generator 23. The EV mode is a mode in which the engine 11 is stopped and the vehicle operates using power output from the second electric generator 23. The engine driving mode is a mode in which the vehicle operates using only power output from the engine 11.

[0056] Display device 41 is a device for visually displaying information. For example, a multi-function display (MFD) can be used as display device 41. The MFD displays various information such as fuel consumption and driving range of vehicle 1. The driver can perform input operations using, for example, a projection displayed on display device 41. It should be noted that an input device for accepting driver input operations can also be separately provided in vehicle 1 relative to display device 41.

[0057] The vehicle speed sensor 51 detects the vehicle speed of vehicle 1 (i.e., the speed of vehicle 1) and outputs it to the control device 60.

[0058] The engine speed sensor 52 detects the speed of the engine 11 and outputs it to the control device 60.

[0059] The slope sensor 53 detects the slope of the driving route of the vehicle 1 and outputs it to the control device 60. As the slope sensor 53, an acceleration sensor, for example, can be used.

[0060] The first temperature sensor 54 detects the temperature of the power control unit P1 and outputs it to the control device 60.

[0061] The second temperature sensor 55 detects the temperature of the power control unit P2 and outputs it to the control device 60.

[0062] The control device 60 includes a CPU (Central Processing Unit) as an arithmetic processing device, a ROM (Read Only Memory) as a storage element that stores programs and / or arithmetic parameters used by the CPU, and a RAM (Random Access Memory) as a storage element that temporarily stores parameters that change appropriately during CPU execution.

[0063] Figure 3 This is a block diagram illustrating an example of the functional configuration of the control device 60. For example... Figure 3 As shown, the control device 60 includes, for example, an acquisition unit 61 and a control unit 62.

[0064] The acquisition unit 61 acquires various information used in the processing performed by the control unit 62. Furthermore, the acquisition unit 61 outputs the acquired information to the control unit 62. For example, the acquisition unit 61 acquires information from the vehicle speed sensor 51, the engine speed sensor 52, the slope sensor 53, the first temperature sensor 54, and the second temperature sensor 55. Additionally, for example, the acquisition unit 61 acquires information from the display device 41 indicating input operations performed by the driver using the display device 41.

[0065] The control unit 62 controls the operation of various devices within the vehicle 1. For example, the control unit 62 includes an engine control unit 62a, a motor control unit 62b, a display control unit 62c, and a diagnostic unit 62d.

[0066] The engine control unit 62a controls the operation of the engine 11. Specifically, the engine control unit 62a controls the throttle opening, ignition timing, and fuel injection quantity by controlling the operation of various devices in the engine 11. Thus, the engine control unit 62a can control the output of the engine 11.

[0067] The motor control unit 62b controls the operation of the first electric generator 21 and the second electric generator 23. Specifically, the motor control unit 62b controls the power supply between the first electric generator 21 and the battery 25 by controlling the operation of the switching element of the first converter 22. Thus, the motor control unit 62b can control the generation and power generation of the first electric generator 21. Furthermore, the motor control unit 62b controls the power supply between the second electric generator 23 and the battery 25 by controlling the operation of the switching element of the second converter 24. Thus, the motor control unit 62b can control the generation and power generation of the second electric generator 23.

[0068] The display control unit 62c controls the operation of the display device 41. Specifically, the display control unit 62c displays various information on the display device 41 or stops the display device from displaying. As a result, various information can be communicated to the driver.

[0069] The diagnostic unit 62d diagnoses the status of the equipment mounted on the vehicle 1. In particular, the diagnostic unit 62d diagnoses the status of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between the rotational speeds of the engine 11, the first electric generator 21, and the second electric generator 23.

[0070] Here, as the driving mode of vehicle 1, the control unit 62 can switch between and execute a normal mode and a cruise control mode. The normal mode is a driving mode that controls the acceleration and deceleration of vehicle 1 based on acceleration and deceleration operations performed by the driver (i.e., throttle operation and brake operation). The cruise control mode is a driving mode that maintains the vehicle speed at a target speed regardless of the driver's acceleration and deceleration operations. The control unit 62 executes the driving mode selected, for example, by input operations performed by the driver using the display device 41.

[0071] As described above, the control device 60 communicates with various devices within the vehicle 1. Communication between the control device 60 and these devices is achieved using, for example, CAN (Controller Area Network) communication.

[0072] It should be noted that the functions of the control device 60 in this embodiment can be shared by multiple control devices, or multiple functions can be implemented by a single control device. When the functions of the control device 60 are shared by multiple control devices, these multiple control devices can be connected to each other via a communication bus such as CAN.

[0073] As described above, the control unit 62 of the control device 60 diagnoses the state of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between their rotational speeds. This allows for the appropriate diagnosis of the state of the equipment mounted on the vehicle 1. The processing of this diagnosis performed by the control unit 62 will be described in detail later.

[0074] <Action of the control device>

[0075] Reference Figures 4 to 10 The operation of the control device 60 according to an embodiment of the present invention will be described.

[0076] [Overall processing flow]

[0077] Figure 4 This is a flowchart illustrating an example of the overall processing flow for diagnostics performed on control device 60. It should be noted that... Figure 4 The control flow shown is executed repeatedly at predetermined time intervals.

[0078] If start Figure 4 The control flow shown begins by determining, in step S101, whether the diagnostic start condition has been met. If the start condition is met (step S101 / Yes), the control unit 62 proceeds to step S102. Conversely, if the start condition is not met (step S101 / No), the control unit 62 terminates. Figure 4 The control flow is shown.

[0079] As described later, during the diagnostics performed by the control device 60 (particularly the first, second, and third diagnostics described later), the outputs of the engine 11, the first electric generator 21, and the second electric generator 23 are controlled. Therefore, the diagnostic start conditions are set based on various aspects such as reducing discomfort to the driver, ensuring safety, and not causing trouble for surrounding vehicles. For example, if multiple conditions are included and all of them are met, the control unit 62 determines that the start conditions have been met.

[0080] One of the starting conditions is, for example, that cruise control mode is in operation. During cruise control mode, no driver-based acceleration or deceleration is performed. Therefore, by limiting diagnostics to occur only when cruise control mode is in operation, discomfort to the driver caused by a mismatch between the actual behavior of vehicle 1 and the acceleration / deceleration operation is suppressed.

[0081] Furthermore, one of the starting conditions is, for example, the absence of vehicles around vehicle 1. During the diagnostics performed by control device 60, noise may be generated due to variations in the output of each device. Therefore, by limiting diagnostics to the absence of vehicles around vehicle 1, the inconvenience caused to surrounding vehicles by generating noise during diagnostics when other vehicles are near vehicle 1 is suppressed. This also ensures the safety of vehicle 1. It should be noted that control device 60 can determine the presence of vehicles around vehicle 1, for example, by utilizing vehicle-to-vehicle communication and / or sensors such as cameras or radar that detect the surrounding environment in front of, behind, to the right, and to the left of vehicle 1.

[0082] Additionally, one of the starting conditions is, for example, a vehicle speed that is above the lower limit (e.g., 20 km / h) and below the upper limit (e.g., 100 km / h). By limiting the diagnostics to a speed above the lower limit, diagnostics can be performed even in environments with high background noise, thus suppressing the possibility of noise generated during diagnostics causing inconvenience to surrounding vehicles and causing anxiety to the occupants of vehicle 1. Furthermore, during the diagnostic process, since the output control of each device is for diagnostic purposes, there is a possibility that the driving force may be insufficient relative to the requested driving force under high load. Therefore, by limiting the diagnostics to a speed below the upper limit, diagnostics under high load is suppressed, and the possibility of insufficient driving force relative to the requested driving force is also suppressed.

[0083] Furthermore, one of the starting conditions is, for example, that the engine speed 11 is above the lower limit (e.g., 1200 rpm) and below the upper limit (e.g., 4200 rpm). By limiting the diagnostics to when the engine speed 11 is above the lower limit, diagnostics can be performed even in situations with high background noise, thus suppressing the possibility of noise generated during diagnostics causing inconvenience to surrounding vehicles and causing anxiety to the occupants of vehicle 1. Additionally, by limiting the diagnostics to when the engine speed 11 is below the upper limit, diagnostics under high load is suppressed, and situations where the driving force is insufficient relative to the requested driving force are also suppressed.

[0084] Additionally, one of the starting conditions is, for example, that the driving route is an uphill route, and the gradient of the driving route is above the lower limit (e.g., 5%) and below the upper limit (e.g., 20%). Here, when the driving route is a downhill route, the engine speed 11 tends to fluctuate significantly with changes in engine output, and this fluctuation is a major cause of driver discomfort. Therefore, by limiting diagnostics to when the gradient of the driving route is above the lower limit, significant fluctuations in engine speed 11 are suppressed, thus suppressing driver discomfort. Furthermore, by limiting diagnostics to when the gradient of the driving route is below the upper limit, diagnostics under high loads are suppressed, and situations where the driving force is insufficient relative to the requested driving force are prevented.

[0085] Furthermore, one of the starting conditions is that the target value of the output of the drive source (i.e., the engine 11 and the second electric generator 23), calculated by the control device 60, is above the lower limit (e.g., 20kW) and below the upper limit (e.g., 80kW). By limiting the diagnosis to when the target value of the drive source output is above the lower limit, diagnosis can be performed even in situations with high background noise, thus suppressing the possibility of noise generated during diagnosis causing inconvenience to surrounding vehicles and causing anxiety to the occupants of vehicle 1. Additionally, by limiting the diagnosis to when the target value of the drive source output is below the upper limit, diagnosis under high load is suppressed, and the possibility of insufficient driving force relative to the requested driving force is also suppressed.

[0086] In addition, one of the start conditions is that the state in which other start conditions are met has lasted for a predetermined time (e.g., 5 seconds). This prevents the start condition determination result from continuously switching within a short period of time.

[0087] Additionally, one of the starting conditions is that a predetermined time (e.g., 200 hours) has elapsed since the last diagnostic failure. This discourages excessively frequent diagnostics, thus reducing fuel consumption.

[0088] Additionally, one of the starting conditions is that the distance traveled since the last diagnosis ended is a predetermined distance (e.g., 1000 km) or more. This prevents the possibility of re-diagnosing when the state of the equipment in vehicle 1 has hardly changed since the last diagnosis.

[0089] It should be noted that although an example of the starting conditions for diagnosis has been described above, the starting conditions for diagnosis are not limited to the example described above. For example, some of the conditions described above may be omitted from the conditions included in the starting conditions. In addition, for example, conditions other than those described above may be added as conditions included in the starting conditions.

[0090] If the determination is yes in step S101, in step S102, the control unit 62 sets the diagnostic mode according to the engine speed of the engine 11.

[0091] As described below, the diagnostics performed by the control unit 60 are conducted with the engine 11's rotational speed controlled at a reference speed corresponding to the diagnostic mode. Diagnostic modes include, for example, a low-speed diagnostic mode and a high-speed diagnostic mode. When the engine 11's rotational speed is less than a predetermined speed (e.g., 3000 rpm), the control unit 62 sets the diagnostic mode to the low-speed diagnostic mode. On the other hand, when the engine 11's rotational speed is greater than or equal to the predetermined speed, the control unit 62 sets the diagnostic mode to the high-speed diagnostic mode.

[0092] Compared to the high-speed diagnostic mode, the low-speed diagnostic mode performs diagnostics when the engine 11's speed is controlled at a low reference speed (e.g., 1500 rpm). Therefore, the status of various devices is diagnosed when the engine 11's speed is low. Conversely, compared to the low-speed diagnostic mode, the high-speed diagnostic mode performs diagnostics when the engine 11's speed is controlled at a high reference speed (e.g., 4000 rpm). Therefore, the status of various devices is diagnosed when the engine 11's speed is high.

[0093] Next, in step S103, the control unit 62 causes the start notification screen to be displayed on the display device 41.

[0094] The start notification screen is used to accept the driver's start request (i.e., a request to start diagnostics). For example, a button to accept the start request may be displayed on the start notification screen. In this case, the driver's action of pressing the button on the start notification screen becomes the action of entering the start request.

[0095] Next, in step S104, the control unit 62 determines whether there is a start request from the driver. If a start request is determined (step S104 / Yes), the control unit 62 proceeds to step S105. On the other hand, if no start request is determined (step S104 / No), the control unit 62 terminates. Figure 4 The control flow is shown.

[0096] If the determination is yes in step S104, the control unit 62 performs various diagnoses. Specifically, if the determination is yes in step S104, the control unit 62 performs a first diagnosis in step S105. Next, in step S106, the control unit 62 performs a second diagnosis. Next, in step S107, the control unit 62 performs a third diagnosis. Next, in step S108, the control unit 62 performs a fourth diagnosis. It should be noted that the processing of the first to fourth diagnoses will be described in detail later.

[0097] It should be noted that, although in Figure 4 In the control flow shown, the start request from the driver is used as a trigger point to begin diagnosis, but the trigger point for diagnosis is not limited to this example. For example, after the start notification screen is displayed in step S103, if a predetermined time (e.g., 10 seconds) has elapsed without a start request from the driver, the control unit 62 may begin diagnosis.

[0098] Next, in step S109, the control unit 62 determines whether all devices are functioning normally based on the diagnostic results.

[0099] In step S109, if it is determined that all devices are normal (step S109 / Yes), the control unit 62 proceeds to step S110, and the control unit 62 displays the diagnosis result that all devices are normal on the display device 41.

[0100] Next, in step S111, the control unit 62 restores the driving control to normal driving control and ends the process. Figure 4 The control flow is shown. Typically, driving control occurs at points in time prior to the diagnostics of vehicle 1 (i.e., the first, second, third, and fourth diagnoses).

[0101] On the other hand, in step S109, if it is determined that at least one device is abnormal (step S109 / No), step S112 is entered, and the control unit 62 displays the abnormal part as a diagnostic result on the display device 41.

[0102] Next, in step S113, the control unit 62 performs driving control in case of an abnormality, and then ends. Figure 4 The control flow is shown. In case of an anomaly, driving control is used to drive the engine 11 at a speed that avoids causing abnormal equipment speeds. For example, if at least one device is determined to be abnormal in a low-speed diagnostic mode, the control unit 62, in the abnormal driving control, changes the minimum speed of the engine 11 to a speed higher than the minimum speed in normal driving control (e.g., 2000 rpm).

[0103] The above, although referring to Figure 4 The control flow shown illustrates one example of the overall processing flow for diagnosing the control device 60, but the processing performed by the control unit 62 is not particularly limited to the example described above.

[0104] For example, if the previous diagnosis was performed in low-speed diagnostic mode, the control unit 62 can prioritize performing a diagnosis in high-speed diagnostic mode over a diagnosis in low-speed diagnostic mode. For example, if the previous diagnosis was performed in low-speed diagnostic mode, the control unit 62 can set the diagnostic mode to high-speed diagnostic mode in step S102, regardless of the engine speed 11. It should be noted that, similarly, if the previous diagnosis was performed in high-speed diagnostic mode, the control unit 62 can also prioritize performing a diagnosis in low-speed diagnostic mode over a diagnosis in high-speed diagnostic mode.

[0105] In addition, the control unit 62 may perform additional processing, such as displaying various information on the display device 41, in the above example. For example, in step S101, the control unit 62 may display the determination status of the start condition of the diagnosis (e.g., what condition is currently being determined) on the display device 41.

[0106] Additionally, for example, if the termination condition is met during diagnosis, the control unit 62 can interrupt the diagnosis before it ends. For example, the termination condition could be based on a driver's request to end the diagnosis (i.e., a request to end the diagnosis). Alternatively, the termination condition could be that the driver has applied the brakes. If the diagnosis is interrupted, the control unit 62 displays this information on the display device 41, for example. Then, the control unit 62 restores driving control to normal driving control and ends the process. Figure 4 The control flow is shown.

[0107] The following is for reference Figures 5-10 The treatments for the first, second, third, and fourth diagnoses are explained in detail.

[0108] [First Diagnosis]

[0109] Figure 5 This is a flowchart illustrating an example of the processing flow in the first diagnostic performed by the control device 60. Figure 5 The control flow shown is Figure 4 The control flow for step S105 in the flowchart.

[0110] Figure 6This is a nomogram showing an example of the revolutions per minute (RPM) of the engine 11, the first electric generator 21, and the second electric generator 23, and the torques acting on the engine 11, the first electric generator 21, and the second electric generator 23 during the execution of the first diagnostic procedure. It should be noted that in... Figure 6 Torque is indicated using shaded or hollow arrows. The direction of the arrow indicating torque indicates the direction of torque. It should be noted that the positive direction of torque coincides with the positive direction of engine speed, and the negative direction of torque coincides with the negative direction of engine speed. The torque indicated by the arrow on the vertical axis representing the engine speed 11 is the torque acting on engine 11. The torque indicated by the arrow on the vertical axis representing the first electric generator 21 is the torque acting on the first electric generator 21. The torque indicated by the arrow on the vertical axis representing the second electric generator 23 is the torque acting on the second electric generator 23.

[0111] In the first diagnostic, the control unit 62 performs speed maintenance control, which controls the operation of the engine 11, the first electric generator 21, and the second electric generator 23 in a manner that maintains their rotational speeds. It should be noted that the processing corresponding to speed maintenance control in the first diagnostic is... Figure 5 Steps S202, S203, and S204 are then performed. Then, during the execution of the speed maintenance control, the control unit 62 diagnoses the state of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between their speeds.

[0112] If start Figure 5 The control flow shown begins in step S201, where the control unit 62 controls the engine 11's rotational speed to a reference speed corresponding to the diagnostic mode. As described above, the reference speed in the case of a low-rotation diagnostic mode is, for example, 1500 rpm. Conversely, the reference speed in the case of a high-rotation diagnostic mode is, for example, 4000 rpm.

[0113] Next, in step S202, the control unit 62 performs fuel cut-off of the engine. Fuel cut-off is a process that stops the supply of fuel to the engine 11, specifically, it is achieved by stopping the fuel injection performed by the fuel injection valve of the engine 11.

[0114] For example, such as Figure 6As shown, when the fuel cutoff of engine 11 is performed, a torque Tf generated by friction of engine 11 acts in engine 11. The torque Tf generated by friction acts in the negative direction. Here, the power output from engine 11 is divided and transmitted to the first electric generator 21 and the second electric generator 23 through planetary gear mechanism 31. If using Figure 2 The intervals D1 and D2 shown represent the ratio of the power output from engine 11 allocated to the first electric generator 21 as D2 / (D1+D2). Similarly, the ratio R2 of the power output from engine 11 allocated to the second electric generator 23 is D1 / (D1+D2). Therefore, when engine 11 operates with a torque Tf generated by friction, in the first electric generator 21, a torque of R1 times Tf (Tf×R1) acts in the negative direction, and in the second electric generator 23, a torque of R2 times Tf (Tf×R2) acts in the negative direction.

[0115] Next, in step S203, the control unit 62 controls the torque of the first electric generator 21 in a manner that maintains the rotational speed of the first electric generator 21.

[0116] For example, such as Figure 6 As shown, the control unit 62 controls the torque Tm1 of the first electric generator 21 in a manner that counteracts the torque (Tf×R1) acting in the negative direction on the first electric generator 21. That is, in this case, the torque Tm1 becomes a positive torque with a magnitude equal to the torque (Tf×R1). Thus, ideally, the rotational speed of the first electric generator 21 can be maintained by making the sum of the torques acting on the first electric generator 21 zero. It should be noted that, for example, a normal value preset according to the rotational speed of the engine 11 is used as the value of the torque Tf used to determine the torque Tm1.

[0117] Next, in step S204, the control unit 62 controls the torque of the second electric generator 23 in a manner that maintains the rotational speed of the second electric generator 23 (i.e., in a manner that maintains the vehicle speed).

[0118] For example, such as Figure 6As shown, the control unit 62 controls the torque Tm2 of the second electric generator 23 so that, in addition to counteracting the torque acting in the negative direction on the second electric generator 23 due to driving resistance, it also counteracts the torque (Tf×R2) acting in the negative direction on the second electric generator 23. That is, in this case, the torque Tm2 becomes a positive-direction torque whose magnitude is equal to the sum of the torque (Tf×R2) and the torque generated due to driving resistance. Thus, ideally, by making the sum of the torques acting on the second electric generator 23 zero, the rotational speed of the second electric generator 23 can be maintained. It should be noted that, similar to when determining the torque Tm1, for example, a normal value preset according to the rotational speed of the engine 11, etc., is used as the value of the torque Tf used when determining the torque Tm2.

[0119] As described above, in the first diagnostic, the control unit 62 performs speed maintenance control, which controls the operation of the engine 11, the first electric generator 21, and the second electric generator 23 in a manner that maintains their rotational speeds. In the speed maintenance control of the first diagnostic, the torque of the first electric generator 21 and the second electric generator 23 is controlled while the engine 11 is in a state of fuel cut-off. Therefore, in the first diagnostic, the state of each device can be diagnosed when the engine 11 is stopped and the first electric generator 21 and the second electric generator 23 are outputting torque in the positive direction.

[0120] Next, in step S205, the control unit 62 determines whether the engine speed of the engine 11 is being maintained. For example, if the engine speed of the engine 11 changes by less than a predetermined value (e.g., 100 rpm) while the engine speed maintenance control is maintained for a predetermined time (e.g., 2 seconds), the control unit 62 determines that the engine speed of the engine 11 is being maintained.

[0121] In step S205, if it is determined that the engine 11 is maintaining its rotation speed (step S205 / Yes), the control unit 62 proceeds to step S206 and diagnoses that the friction of the engine 11 and the torque of the first electric generator 21 are normal.

[0122] On the other hand, in step S205, if it is determined that the rotation speed of the engine 11 is not maintained (step S205 / No), the control unit 62 enters step S207 and diagnoses that at least one of the friction of the engine 11 and the torque of the first electric generator 21 is abnormal.

[0123] Here, compared to the RPM of engine 11 and the RPM of first electric generator 21, the RPM of second electric generator 23 is unlikely to change. Therefore, even if the RPM of engine 11 is not being maintained, it can be determined that the RPM of first electric generator 21 is changing. In this case, it is assumed that the total torque acting on first electric generator 21 is not zero because the torque Tf is different from the normal value, and therefore the RPM of first electric generator 21 is changing. Alternatively, it is assumed that although the torque Tf is approximately the same as the normal value, the total torque acting on first electric generator 21 is not zero because the actual torque output from first electric generator 21 is different from the indicated value, and therefore the RPM of first electric generator 21 is changing. Therefore, if it is determined that the RPM of engine 11 is not being maintained, it is diagnosed that at least one of the friction of engine 11 and the torque of first electric generator 21 is abnormal.

[0124] In the next step of step S206 or S207, in step S208, the control unit 62 determines whether the vehicle speed is being maintained (i.e., whether the rotational speed of the second electric generator 23 is being maintained). For example, if the vehicle speed change is less than or equal to a predetermined value (e.g., 3 km / h) while the rotational speed is maintained for a predetermined time (e.g., 2 seconds), the control unit 62 determines that the vehicle speed is being maintained.

[0125] In step S208, if it is determined that the vehicle speed is being maintained (step S208 / Yes), the control unit 62 enters step S209 and diagnoses that the torque of the second electric generator 23 is normal.

[0126] On the other hand, in step S208, if it is determined that the vehicle speed is not being maintained (step S208 / No), the control unit 62 enters step S210 and diagnoses that the torque of the second electric generator 23 is abnormal.

[0127] Here, if the determination in step S208 is negative, it is assumed that the sum of the torques acting on the second electric generator 23 is not zero because the actual torque output from the second electric generator 23 differs from the indicated value, and the vehicle speed is changing. Therefore, if it is determined that the vehicle speed is not being maintained, the torque of the second electric generator 23 is diagnosed as abnormal.

[0128] After the processing in step S209 or step S210, the control unit 62 ends. Figure 5 The control flow is shown.

[0129] [Second Diagnosis]

[0130] Figure 7 This is a flowchart illustrating an example of the processing flow in the second diagnostic performed by the control device 60. Figure 7 The control flow shown is Figure 4The control flow for step S106 in the flowchart.

[0131] Figure 8 This is a nomogram showing an example of the revolutions per minute (RPM) of the engine 11, the first electric generator 21, and the second electric generator 23, and the torque acting on the engine 11, the first electric generator 21, and the second electric generator 23 during the execution of the second diagnostic procedure. Figure 8 In, with Figure 6 Similarly, shaded or hollow arrows are used to indicate torque.

[0132] In the second diagnosis, similar to the first diagnosis, the control unit 62 performs speed maintenance control, and during the execution of speed maintenance control, diagnoses the state of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between their speeds. It should be noted that the processing corresponding to speed maintenance control in the second diagnosis is... Figure 7 Steps S301, S302, and S303 in the process.

[0133] If start Figure 7 The control flow shown begins in step S301, where the control unit 62 drives the engine 11 with a set torque (e.g., 30 Nm). The set torque is at least greater than the torque Tf generated by friction from the engine 11.

[0134] For example, such as Figure 8 As shown, when the engine 11 is driven with a set torque Te, the engine 11 experiences a torque (Te-Tf) which is obtained by subtracting the torque Tf generated by the friction of the engine 11 from the set torque Te. The torque (Te-Tf) acts in the positive direction. Therefore, the first electric generator 21 experiences a torque ((Te-Tf)×R1) that is R1 times the torque (Te-Tf), and the second electric generator 23 experiences a torque ((Te-Tf)×R2) that is R2 times the torque (Te-Tf).

[0135] Next, in step S302, the control unit 62 controls the torque of the first electric generator 21 in a manner that maintains the rotational speed of the first electric generator 21.

[0136] For example, such as Figure 8As shown, the control unit 62 controls the torque Tm1 of the first electric generator 21 in a manner that counteracts the torque ((Te-Tf)×R1) acting in the positive direction on the first electric generator 21. That is, in this case, the torque Tm1 becomes a negative torque with a magnitude equal to the torque ((Te-Tf)×R1). Thus, ideally, the rotational speed of the first electric generator 21 can be maintained by making the sum of the torques acting on the first electric generator 21 zero. It should be noted that a normal value preset, for example based on the rotational speed of the engine 11, is used as the value of the torque Tf used to determine the torque Tm1.

[0137] Next, in step S303, the control unit 62 controls the torque of the second electric generator 23 in a way that maintains the rotational speed of the second electric generator 23 (i.e., in a way that maintains the vehicle speed).

[0138] For example, such as Figure 8 As shown, the control unit 62 controls the torque Tm2 of the second electric generator 23 so that, on top of the torque acting negatively on the second electric generator 23 due to driving resistance, the torque acting positively on the second electric generator 23 ((Te-Tf)×R2) is canceled out. That is, in this case, the torque Tm2 becomes a negative torque whose magnitude is equal to the torque obtained by subtracting the torque generated by driving resistance from the torque ((Te-Tf)×R2). Thus, ideally, the rotational speed of the second electric generator 23 can be maintained by making the sum of the torques acting on the second electric generator 23 zero. It should be noted that, similarly to determining the torque Tm1, a normal value preset, for example based on the rotational speed of the engine 11, is used as the value of the torque Tf used to determine the torque Tm2.

[0139] As described above, in the second diagnostic, the control unit 62 performs a speed maintenance control, which controls the operation of the engine 11, the first electric generator 21, and the second electric generator 23 in a manner that maintains their rotational speeds. Here, unlike the speed maintenance control in the first diagnostic, the speed maintenance control in the second diagnostic controls the torque of the first electric generator 21 and the second electric generator 23 while the engine 11 is being driven. Therefore, in the second diagnostic, the state of each device can be diagnosed while the engine 11 is being driven and the first electric generator 21 and the second electric generator 23 are outputting torque in the negative direction.

[0140] Next, in step S304, the control unit 62 determines whether the engine speed of 11 is being maintained. It should be noted that in step S304, the same as described above can be performed... Figure 5 The same process applies to step S205 in the previous step.

[0141] In step S304, if it is determined that the engine 11 is maintaining its rotation speed (step S304 / Yes), the control unit 62 proceeds to step S305 and diagnoses that the torque of the engine 11 and the torque of the first electric generator 21 are normal.

[0142] On the other hand, in step S304, if it is determined that the engine 11 is not maintaining its rotational speed (step S304 / No), the control unit 62 proceeds to step S306, diagnosing that at least one of the torque of the engine 11 and the torque of the first electric generator 21 is abnormal. Here, in the second diagnosis, it is determined that if the determination in step S304 is No, the actual torque output from the engine 11 is different from the indicated value, or the actual torque output from the first electric generator 21 is different from the indicated value.

[0143] In the next step after step S305 or S306, in step S307, the control unit 62 determines whether the vehicle speed is being maintained (i.e., whether the rotational speed of the second electric generator 23 is being maintained). It should be noted that in step S307, the same as described above can be performed. Figure 5 The same process applies to step S208 in the previous step.

[0144] In step S307, if it is determined that the vehicle speed is being maintained (step S307 / Yes), the control unit 62 enters step S308 and diagnoses that the torque of the second electric generator 23 is normal.

[0145] On the other hand, in step S307, if it is determined that the vehicle speed is not maintained (step S307 / No), the control unit 62 proceeds to step S309 and diagnoses that the torque of the second electric generator 23 is abnormal. Here, in the second diagnosis, similar to the case where it is determined to be no in step S208 of the first diagnosis, it is assumed that if it is determined to be no in step S307, the actual torque output from the second electric generator 23 is different from the indicated value.

[0146] After the processing in step S308 or step S309, the control unit 62 ends. Figure 7 The control flow is shown.

[0147] [Third Diagnosis]

[0148] Figure 9 This is a flowchart illustrating an example of the process in the third diagnostic performed by the control device 60. Figure 9 The control flow shown is Figure 4 The control flow for step S107 in the flowchart.

[0149] In the third diagnostic, similar to the first and second diagnostics, the control unit 62 performs speed maintenance control, and during the execution of speed maintenance control, diagnoses the state of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between their speeds. It should be noted that in the third diagnostic, the processing corresponding to speed maintenance control is... Figure 9 Steps S401, S402, and S403 in the process.

[0150] If start Figure 9 The control flow shown begins in step S401, where the control unit 62 causes the engine torque to change from a set torque. For example, the control unit 62 can cause the engine torque to decrease only by a predetermined torque (e.g., 10 Nm) from the set torque. Alternatively, the control unit 62 can also cause the engine torque to increase only by a predetermined torque (e.g., 10 Nm) from the set torque.

[0151] It should be explained that Figure 9 The control flow shown is to Figure 7 The control flow shown in step S301 is replaced by the control flow described in step S401 above. Therefore, Figure 9 Steps S402 to S409 in the control flow shown are Figure 7 Steps S302 to S309 in the control flow shown are the same, so the explanation is omitted.

[0152] In the third diagnostic rev-maintenance control, similar to the second diagnostic rev-maintenance control, the torque of the first electric generator 21 and the second electric generator 23 is controlled while the engine 11 is driven. Here, in the third diagnostic rev-maintenance control, the torque output to the engine 11, the first electric generator 21, and the second electric generator 23 differs from that in the second diagnostic rev-maintenance control. Therefore, in the third diagnostic, the state of each device can be diagnosed when the engine 11 is driven and the first electric generator 21 and the second electric generator 23 output negative torque, and the torque values ​​differ from those in the second diagnostic. For example, by performing the third diagnostic in addition to the second diagnostic, the operating states of the engine 11's throttle valve, fuel injection valve, and fuel pump can be diagnosed within a wide torque range of the engine 11. Furthermore, the heat resistance and cooling performance of the coils of each electric generator can be diagnosed within a wide torque range on the negative side of each electric generator.

[0153] [Fourth Diagnosis]

[0154] Figure 10This is a flowchart illustrating an example of the process in the fourth diagnostic performed by the control device 60. Figure 10 The control flow shown is Figure 4 The control flow for step S108 in the flowchart.

[0155] In the fourth diagnosis, unlike the first, second and third diagnoses, the status of the power control units P1 and P2 in the equipment inside vehicle 1 is diagnosed.

[0156] If start Figure 10 The control flow shown begins in step S501, where the control unit 62 changes the carrier frequencies of the first converter 22 and the second converter 24. For example, the control unit 62 may decrease the carrier frequencies of the first converter 22 and the second converter 24 by only a predetermined frequency (e.g., 2kHz). Alternatively, the control unit 62 may, for example, increase the carrier frequencies of the first converter 22 and the second converter 24 by only a predetermined frequency (e.g., 2kHz).

[0157] In the next step of step S501, in step S502, the control unit 62 determines whether the temperature change of the power control unit P1 is as expected.

[0158] Here, if the carrier frequency of the converter is reduced, the switching frequency of the converter decreases, thus a temperature drop in the power control unit including the converter is anticipated. Therefore, if, for example, the carrier frequency of the converter is reduced by only a predetermined frequency (e.g., 2kHz) and the temperature of the power control unit including the converter drops by a predetermined temperature (e.g., 0.1°C) or more, the control unit 62 determines that the temperature change of the power control unit is as anticipated.

[0159] On the other hand, if the carrier frequency of the converter is increased, the switching frequency of the converter will increase, thus a temperature rise in the power control unit including the converter is anticipated. Therefore, if, for example, the carrier frequency of the converter is increased by only a predetermined frequency (e.g., 2kHz) and the temperature of the power control unit including the converter rises by a predetermined temperature (e.g., 0.1°C) or more, the control unit 62 determines that the temperature change of the power control unit is as anticipated.

[0160] In step S502, if it is determined that the temperature change of the power control unit P1 is as expected (step S502 / Yes), the control unit 62 proceeds to step S503 and diagnoses that the power control unit P1 is normal.

[0161] On the other hand, in step S502, if it is determined that the temperature change of the power control unit P1 is not as expected (step S502 / No), the control unit 62 enters step S504 and diagnoses that the power control unit P1 is abnormal.

[0162] In the next step after step S503 or S504, in step S505, the control unit 62 determines whether the temperature change of the power control unit P2 is as expected. It should be noted that the determination process in step S505 is the same as the determination process in step S502.

[0163] In step S505, if it is determined that the temperature change of the power control unit P2 is as expected (step S505 / Yes), the control unit 62 proceeds to step S506 and diagnoses that the power control unit P2 is normal.

[0164] On the other hand, in step S505, if it is determined that the temperature change of the power control unit P2 is not as expected (step S505 / No), the control unit 62 enters step S507 and diagnoses that the power control unit P2 is abnormal.

[0165] After the processing in step S506 or step S507, the control unit 62 ends. Figure 10 The control flow is shown.

[0166] <Effects of the control device>

[0167] Next, the effects of the control device 60 according to the embodiment of the present invention will be explained.

[0168] In the control device 60 of this embodiment, the control unit 62 diagnoses the state of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 based on the relationship between their rotational speeds. Therefore, it is possible to appropriately diagnose the state of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 while allowing the vehicle 1 to continue driving without stopping. Thus, the control device 60 of this embodiment can appropriately diagnose the state of the equipment mounted on the vehicle 1.

[0169] Furthermore, in the control device 60 of this embodiment, it is preferable that the control unit 62 diagnoses the state of the engine 11 and the first electric generator 21 based on whether the engine 11's rotational speed is being maintained during the execution of the rotational speed maintenance control. For example, in the first diagnosis described above, as a state of the engine 11 and the first electric generator 21, it diagnoses whether the friction of the engine 11 and the torque of the first electric generator 21 are abnormal. Additionally, for example, in the second and third diagnoses described above, as a state of the engine 11 and the first electric generator 21, it diagnoses whether the torque of the engine 11 and the torque of the first electric generator 21 are abnormal. As described above, by considering the relationship between the rotational speeds of the engine 11, the first electric generator 21, and the second electric generator 23, it is possible to diagnose that at least one of the engine 11 and the first electric generator 21 is abnormal even if the engine 11's rotational speed is not being maintained during the execution of the rotational speed maintenance control. Therefore, based on the relationship between the rotational speeds of the engine 11, the first electric generator 21, and the second electric generator 23, the state of the engine 11 and the first electric generator 21 can be appropriately diagnosed.

[0170] Furthermore, in the control device 60 of this embodiment, it is preferable that the control unit 62 diagnoses the state of the second electric generator 23 based on whether the vehicle speed of the vehicle 1 is being maintained during the execution of the speed maintenance control. For example, in the first, second, and third diagnoses described above, the torque of the second electric generator 23 is diagnosed as abnormal as a measure of its state. As described above, by considering the relationship between the speeds of the engine 11, the first electric generator 21, and the second electric generator 23, it is possible to diagnose the second electric generator 23 as abnormal even if the vehicle speed is not maintained during the execution of the speed maintenance control. Therefore, based on the relationship between the speeds of the engine 11, the first electric generator 21, and the second electric generator 23, the state of the second electric generator 23 can be appropriately diagnosed.

[0171] Furthermore, in the control device 60 of this embodiment, the speed maintenance control preferably includes control for cutting off the fuel supply to the engine 11. By diagnosing the state of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 during the execution of the speed maintenance control for cutting off the fuel supply to the engine 11, it is possible to diagnose the state of each device when the engine 11 is stopped and the first electric generator 21 and the second electric generator 23 are outputting torque in the positive direction.

[0172] Furthermore, in the control device 60 of this embodiment, the speed maintenance control preferably includes the control of the drive engine 11. By diagnosing the state of at least one of the engine 11, the first electric generator 21, and the second electric generator 23 during the execution of the speed maintenance control of the drive engine 11, the state of each device can be diagnosed when the engine 11 is driven and the first electric generator 21 and the second electric generator 23 are outputting torque in the negative direction.

[0173] The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the embodiments described above, and various modifications or alterations within the scope of the claims are naturally within the technical scope of the present invention.

[0174] For example, although in the above, refer to Figure 4 Examples of first, second, third, and fourth diagnoses performed for vehicle 1 have been described, but the content of diagnoses for vehicle 1 is not limited to the examples described above. Specifically, some of the first, second, third, and fourth diagnoses may be omitted. For example, only the first diagnosis may be performed, or only the first and second diagnoses may be performed. Furthermore, additional diagnoses may be added to the first, second, third, and fourth diagnoses. For example, in the next step of the third diagnosis, a speed maintenance control that further changes the torque of engine 11 may be performed, and the status of each device may be diagnosed in the same way as in the third diagnosis. Additionally, for example, in the next step of the fourth diagnosis, the carrier frequency of the converter may be further changed, and the status of the power control unit may be diagnosed in the same way as in the fourth diagnosis.

Claims

1. A control device, characterized in that, It is a vehicle control device that connects an engine, a generator capable of generating electricity using the power output from the engine, and a drive motor connected to the drive wheels via a planetary gear mechanism. The control device includes a control unit that diagnoses the state of at least one of the engine, generator, and drive motor based on the relationship between the rotational speeds of the engine, generator, and drive motor. The control unit performs speed maintenance control, which controls the operation of the engine, generator, and drive motor in a manner that maintains the speed of the engine, generator, and drive motor. During the execution of the speed maintenance control, the state of the engine and the generator is diagnosed based on whether the engine speed is being maintained.

2. A control device, characterized in that, It is a vehicle control device that connects an engine, a generator capable of generating electricity using the power output from the engine, and a drive motor connected to the drive wheels via a planetary gear mechanism. The control device includes a control unit that diagnoses the state of at least one of the engine, generator, and drive motor based on the relationship between the rotational speeds of the engine, generator, and drive motor. The control unit performs speed maintenance control, which controls the operation of the engine, generator, and drive motor in a manner that maintains the speed of the engine, generator, and drive motor. During the execution of the speed maintenance control, the state of the drive motor is diagnosed based on whether the vehicle speed is being maintained.

3. A control device, characterized in that, It is a vehicle control device that connects an engine, a generator capable of generating electricity using the power output from the engine, and a drive motor connected to the drive wheels via a planetary gear mechanism. The control device includes a control unit that diagnoses the state of at least one of the engine, generator, and drive motor based on the relationship between the rotational speeds of the engine, generator, and drive motor. The control unit performs speed maintenance control, which controls the operation of the engine, generator, and drive motor in a manner that maintains the speed of the engine, generator, and drive motor. During the execution of the speed maintenance control, the state of the engine and the generator is diagnosed based on whether the engine speed is being maintained, and the state of the drive motor is diagnosed based on whether the vehicle speed is being maintained.

4. The control device according to any one of claims 1 to 3, characterized in that, The speed maintenance control includes control for cutting off the fuel supply to the engine.

5. The control device according to any one of claims 1 to 3, characterized in that, The speed maintenance control includes the control of driving the engine.

6. The control device according to claim 4, characterized in that, The speed maintenance control includes the control of driving the engine.

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