Vehicle control device

Abstract

To suppress a decrease in efficiency of an inspection process.SOLUTION: A vehicle control device includes a factory mode in which activation of a power system is prohibited when an abnormality is detected. When an abnormality is detected in the factory mode, activation of the power system is prohibited, but the vehicle is not transitioned to an IG-OFF state.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] The following Patent Document 1 discloses a technology in which, in a hybrid vehicle, when an abnormality occurs in the power system and the power system cannot be started, and the driver presses the brake pedal and operates the power switch to start the power system, the HVECU maintains the OFF output of the RDY signal, which indicates that the power system is not started, and outputs an IGOFF request to the power supply ECU. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-245082 Summary of the Invention [Problem to be solved by the invention]

[0004] In a conventional vehicle, if the HVECU detects an abnormality in the power system while the ignition is on and the vehicle is in "factory mode," where parts are assembled and inspected, the HVECU transmits an RDNG (start prohibit) signal. If the user subsequently requests start (for example, if the user presses the power switch while depressing the brake pedal), the HVECU switches to IG-OFF, causing the vehicle to exit "factory mode" even before the inspection process is complete. This can reduce the efficiency of the inspection process. [Means for solving the problem]

[0005] In order to solve the above-mentioned problems, a vehicle control device in one embodiment is a vehicle control device that has a factory mode that prohibits the start-up of the power system when an abnormality is detected, and when an abnormality is detected in the factory mode, the start-up of the power system is prohibited but the vehicle is not transitioned to the IG-OFF state. [Effects of the Invention]

[0006] According to the vehicle control device of one embodiment, it is possible to suppress a decrease in the efficiency of the inspection process. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a diagram showing a configuration of a vehicle according to an embodiment; [Figure 2] FIG. 2 is a diagram illustrating signal transmission and reception between an HVECU and a verification ECU in a vehicle according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0009] (Vehicle 1 configuration) Fig. 1 is a diagram showing the configuration of a vehicle 1 according to one embodiment. The vehicle 1 shown in Fig. 1 includes an engine 10, a first motor generator 52, a second motor generator 54, an ENGECU 70, an MGECU 100, and an HVECU 120 as drive sources for the vehicle 1 to travel.

[0010] As shown in FIG. 1, engine 10 has four cylinders #1 to #4. A throttle valve 14 is provided in an intake passage 12 of engine 10. Air drawn into intake passage 12 flows into each combustion chamber 18 of four cylinders #1 to #4 as intake valves 16 open. Fuel is injected into combustion chamber 18 from a direct injection valve 22. The air-fuel mixture in combustion chamber 18 is combusted in response to spark discharge from a spark plug 24. The combustion energy generated at this time is converted into rotational energy of a crankshaft 26.

[0011] When an exhaust valve 28 opens, exhaust gas generated as a result of combustion in the combustion chamber 18 is discharged into an exhaust passage 30. A three-way catalyst 32 having an oxygen storage capacity and a GPF (gasoline particulate filter) 34 are provided in the exhaust passage 30. In this embodiment, an example of the GPF 34 is a filter that collects PM and supports a three-way catalyst.

[0012] The crankshaft 26 is mechanically connected to a carrier C of a planetary gear mechanism 50 that constitutes a power split device. A rotating shaft 52a of a first motor generator 52 is mechanically connected to a sun gear S of the planetary gear mechanism 50. Furthermore, a rotating shaft 54a of a second motor generator 54 and a drive shaft 61 for transmitting driving force to drive wheels 60 are mechanically connected to a ring gear R of the planetary gear mechanism 50.

[0013] The first inverter 56 and the second inverter 58 convert the DC voltage output from the battery 59 into an AC voltage. The first inverter 56 applies the AC voltage to the first motor generator 52 (an example of a "motor"). The second inverter 58 applies the AC voltage to the second motor generator 54 (an example of a "motor"). In this embodiment, a lithium-ion secondary battery is used as the battery 59.

[0014] The ENGECU 70 controls the engine 10. For example, the ENGECU 70 controls the throttle valve 14, the in-cylinder injection valve 22, the spark plug 24, and the like in order to control the torque of the engine 10, the ratio of exhaust components, and the like.

[0015] In order to control the engine 10, the ENGECU 70 refers to the intake air amount Ga detected by the air flow meter 80, the output signal Scr of the crank angle sensor 82, the upstream detected value Afu which is the detected value of the upstream air-fuel ratio sensor 84 provided upstream of the three-way catalyst 32, the downstream detected value Afd which is the detected value of the downstream air-fuel ratio sensor 86 provided downstream of the three-way catalyst 32, the pressure Pex of the exhaust gas flowing into the GPF 34 detected by the exhaust pressure sensor 88, and the water temperature THW detected by the water temperature sensor 90.

[0016] The ENGECU 70 includes a CPU 72, a ROM 74, and a peripheral circuit 76, which are communicatively connected by a communication line 78. The peripheral circuit 76 includes a circuit that generates a clock signal that regulates internal operation, a power supply circuit, a reset circuit, etc. The ENGECU 70 achieves control of the engine 10 by the CPU 72 executing a program stored in the ROM 74. The ENGECU 70 is further communicatively connected to the MGECU 100 and the HVECU 120.

[0017] The MGECU 100 controls the rotation speed of the first motor generator 52 by controlling the first inverter 56. The MGECU 100 also controls the rotation speed of the second motor generator 54 by controlling the second inverter 58. To control the first inverter 56 and the second inverter 58, the MGECU 100 refers to an output signal Sm1 of a first rotation angle sensor 110 that detects the rotation angle of the first motor generator 52 and an output signal Sm2 of a second rotation angle sensor 112 that detects the rotation angle of the second motor generator 54.

[0018] The MGECU 100 includes a CPU 102, a ROM 104, and a peripheral circuit 106, which are communicatively connected by a communication line 108. The MGECU 100 realizes control of the first motor generator 52 and the second motor generator 54 by the CPU 102 executing a program stored in the ROM 104.

[0019] The HVECU 120 controls a hybrid system including the engine 10, the first motor generator 52, and the second motor generator 54 via the ENGECU 70 and the MGECU 100. To control the hybrid system, the HVECU 120 refers to the accelerator operation amount ACCP detected by the accelerator opening sensor 130 and the output signal Sp of the output side rotation angle sensor 132 that detects the rotation angle of the ring gear R.

[0020] The HVECU 120 includes a CPU 122, a ROM 124, and a peripheral circuit 126, which are communicatively connected by a communication line 128. The HVECU 120 controls the hybrid system by the CPU 122 executing a program stored in the ROM 124.

[0021] 1, the vehicle 1 further includes a verification ECU 140. The verification ECU 140 is an example of a "vehicle control device." The verification ECU 140 mainly determines whether to transmit an IG-OFF signal to the HVECU 120 depending on whether the vehicle is in a "factory mode" during RDNG (startup prohibited) mode.

[0022] (Function of verification ECU140) FIG. 2 is a diagram showing signal transmission and reception between the HVECU 120 and the verification ECU 140 in the vehicle 1 according to one embodiment.

[0023] As shown in Fig. 2(1), when the HVECU 120 detects some kind of diagnosis (for example, a communication abnormality, a component failure, etc.), it transmits an RDNG (start prohibition) signal to the verification ECU 140 to prohibit the start of the power system, as shown in Fig. 2(2). The verification ECU 140 receives this RDNG signal.

[0024] Here, the vehicle 1 according to one embodiment has a "factory mode" in which parts are assembled, inspected, etc. in a factory while the IG-ON state is maintained. When the vehicle 1 is in the "factory mode," all ECUs (ENGECU 70, MGECU 100, HVECU 120, and verification ECU 140) equipped in the vehicle 1 are aware of the "factory mode."

[0025] Furthermore, when the vehicle 1 according to one embodiment is in the "factory mode," if the vehicle is switched from the IG-ON state to the IG-OFF state, the vehicle exits the "factory mode."

[0026] Even when the vehicle 1 is in "factory mode," if a part is removed while the IG-ON state, the HVECU 120 determines that an abnormality has been detected and sends an RDNG signal, and the verification ECU 140 receives this RDNG signal.

[0027] As shown in FIG. 2(3), when the verification ECU 140 receives the RDNG signal, it determines whether to transmit the IG-OFF signal depending on whether the mode is the "factory mode."

[0028] For example, when the verification ECU 140 receives the RDNG signal while not in the "factory mode," and when a start-up request is received from the user after receiving the RDNG signal (for example, when the user presses the power switch while depressing the brake pedal), the verification ECU 140 transmits an IG-OFF signal to the HVECU 120 as shown in FIG. 2(4). This causes the HVECU 120 to transition to the IG-OFF state.

[0029] On the other hand, when the verification ECU 140 receives the RDNG signal while in the "factory mode," it does not transmit the IG-OFF signal to the HVECU 120, as shown in FIG. 2(5), even if there is a start-up request from the user after receiving the RDNG signal (for example, when the user presses the power switch while depressing the brake pedal). As a result, the HVECU 120 does not transition to the IG-OFF state, but maintains the IG-ON state, thereby maintaining the "factory mode." This makes it possible to suppress a decrease in the efficiency of the inspection process.

[0030] Furthermore, when the HVECU 120 tool-clears the diagnostics, the verification ECU 140 clears the RDNG and, if no abnormalities are found at that time, enables the vehicle 1 to start up (ReadyON). As a result, the vehicle 1 according to one embodiment can clear the RDNG and start up (ReadyON) while maintaining the "factory mode" and continuing the "inspection in factory mode."

[0031] As a variant, instead of transmitting the IG-OFF signal when the verification ECU 140 is in "factory mode", the RDNG signal may not be transmitted to the verification ECU 140 even if the HVECU 120 detects a diagnosis when in "factory mode".

[0032] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to these embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims. [Explanation of symbols]

[0033] 1 vehicle 120 HVECU 140 Verification ECU (vehicle control unit)

Claims

[Claim 1] A vehicle control device having a factory mode that prohibits activation of a power system when an abnormality is detected, If the abnormality is detected in the factory mode, activation of the power system is prohibited, but the vehicle is not transitioned to an IG-OFF state. A vehicle control device comprising:

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