Vehicle equipment

Abstract

To provide a vehicle device that can detect a possibility that starting of an internal combustion engine may fail when making a vehicle start.SOLUTION: A vehicle device is mounted on a vehicle comprising a rotary electric machine, an inverter that supplies the rotary electric machine with three-phase AC currents and an internal combustion engine whose crank shaft is connected to a driving shaft of the rotary electric machine. The vehicle device comprises: control means that controls starting of the internal combustion engine when the inverter stops supply of the three-phase AC currents; determining means that determines presence or absence of one-phase short-circuit of the inverter; and deciding means that decides whether or not to allow the vehicle to travel in accordance with a rotation speed of the crank shaft after the determining means determines presence of absence of the one-phase short-circuit.SELECTED DRAWING: Figure 7

Description

Technical Field

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

Background Art

[0002] For example, Patent Document 1 describes a hybrid vehicle in which a crankshaft of an engine and a rotor of a motor are connected to each other, and detects a failure state of the motor system and performs a fail-safe operation so that the vehicle can travel a sufficient distance.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above hybrid vehicle, since the rotor rotates with the rotation of the crankshaft, when a single-phase short-circuit failure of the inverter occurs during the start of the vehicle, a torque (drag torque) acting in the opposite direction to the rotation direction of the crankshaft is generated in the winding of the motor. Therefore, current flows so that the torque of the engine is lost due to the drag torque of the motor, and there is a possibility that the engine may fail to start, such as engine stall. If the engine fails to start, it becomes impossible to start the hybrid vehicle. Therefore, it is desirable to predict and deal with the engine start failure in advance.)

[0005] Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide a vehicle device capable of detecting the possibility of a failure to start an internal combustion engine when starting a vehicle.

Means for Solving the Problems

[0006] The present invention relates to a vehicle device mounted on a vehicle comprising a rotating electric machine, an inverter that supplies three-phase alternating current to the rotating electric machine, and an internal combustion engine with a crankshaft connected to the drive shaft of the rotating electric machine, wherein the vehicle device includes a control means for controlling the starting of the internal combustion engine when the inverter has stopped supplying the three-phase alternating current, a determination means for determining whether or not there is a one-phase short circuit in the inverter, and after the determination means has determined whether or not there is a one-phase short circuit, the rotational speed of the crankshaft Comparison results with the first threshold Depending on the circumstances, whether the vehicle can be driven situation Having a decision-making means for determining death , If the determination means determines that there is a one-phase short circuit, the control means compensates for the torque loss of the internal combustion engine corresponding to the drag torque generated in the rotating electric machine so that the rotational speed of the crankshaft exceeds the first threshold during the control of starting the internal combustion engine, and if the rotational speed of the crankshaft exceeds the first threshold, the determination means changes the drivability status from drivability to drivability. .

[0007] In the above configuration, The determination means determines that there is a one-phase short circuit in the inverter if the peak current of any one of the three-phase AC currents is higher than the peak currents of the other two phases. That's fine.

[0008] In the above configuration, the control means may calculate the drag torque from the rotational speed of the rotating electric machine based on data showing the correlation between the drag torque and the rotational speed of the rotating electric machine.

[0009] In the above configuration, the determination means determines that the rotational speed of the rotating electric machine 2nd When the threshold is exceeded, it may be determined whether or not there is a short circuit in one phase.

[0010] In the above configuration, the determination means determines that the rotational speed of the rotating electric machine Second If the single-phase short circuit is not detected for a certain period of time after the threshold is exceeded, it may be determined that there is no single-phase short circuit. [Effects of the Invention]

[0011] According to the present invention, it is possible to detect the possibility of a starting failure of the internal combustion engine when starting a vehicle. [Brief explanation of the drawing]

[0012] [Figure 1]It is a configuration diagram showing an example of a hybrid vehicle system. [Figure 2] It is a configuration diagram showing an example of a vehicle control device. [Figure 3] It is a diagram showing an example of torque map data. [Figure 4] It is a flowchart showing an example of the engine start-up process. [Figure 5] It is a flowchart showing an example of the determination process for a single-phase short circuit fault. [Figure 6] It is a time chart showing an example of the engine start-up operation when there is no single-phase short circuit. [Figure 7] It is a time chart showing an example of the engine start-up operation when there is a single-phase short circuit. [Figure 8] It is a time chart showing another example of the engine start-up operation when there is a single-phase short circuit.

Mode for Carrying Out the Invention

[0013] (Configuration of Hybrid Vehicle System) FIG. 1 is a configuration diagram showing an example of a hybrid vehicle system 9. The hybrid vehicle system 9 is mounted on, for example, a hybrid vehicle, and includes a vehicle control device 1, an engine 2, a clutch 3, a motor generator (MG) 4, a starter 21, a gear device 22, a solenoid valve 30, an electric pump 31, a torque converter (T / C) 52, an automatic transmission (A / T) 53, and drive wheels 54. Note that the hybrid vehicle is an example of a vehicle.

[0014] The crankshaft 20 of the engine 2 is connected to the drive shaft 40 of the MG 4 via the clutch 3. The drive shaft 40 of the MG 4 is further connected to the input shaft 50 of the torque converter 52, and the input shaft 50 of the torque converter 52 is connected to the input shaft 51 of the automatic transmission 53. The output shaft 52 of the automatic transmission 53 is connected to the drive wheels 54 via a differential gear (not shown) and the like.

[0015] Engine 2 is an example of an internal combustion engine. Engine 2 compresses and ignites a mixture of gasoline and air supplied into the combustion chamber, causing the piston in the cylinder to reciprocate, thereby rotating the crankshaft 20. The crankshaft 20 is connected to the starter 21 via the gear device 22. The starter 21 is a motor that assists in starting the engine 2. Since the rotating shaft of the starter 21 is connected to the gear device 22, the crankshaft 20 rotates as the starter 21 rotates.

[0016] The clutch 3 switches the crankshaft 20 and the drive shaft 40 between an engaged state and a disengaged state. The clutch 3 engages or separates the clutch plate on the crankshaft 20 side and the clutch plate on the drive shaft 40 side according to the hydraulic pressure controlled by the solenoid valve 30. The electric pump 31 applies a predetermined hydraulic pressure to the solenoid valve 30.

[0017] Also, the hybrid vehicle system 9 has a battery 41, a system main relay (SMR: System Main Relay) 42, and an inverter 45 in order to drive the MG4. The battery 41 is, for example, a lithium-ion battery and supplies power to the MG4. The SMR 42 is connected between the battery 41 and the inverter 45. The SMR 42 is turned on and off by the vehicle control device 1. When the SMR 42 is in the on state, power is supplied to the MG4, and when the SMR 42 is in the off state, power is not supplied to the MG4.

[0018] The inverter 45 converts the direct current of the battery 41 into a three-phase alternating current by switching a plurality of switching elements and supplies it to the MG4. The inverter 45 generates each current of the u-phase, v-phase, and w-phase. Note that examples of the switching element include, but are not limited to, an IGBT (Insulated Gate Bipolar Transistor).

[0019] The MG4 is an example of a rotating electric machine. The MG4 has both generator and motor functions. When operating as a motor, the MG4 is driven by a three-phase alternating current flowing from the inverter 45 to the three-phase windings. The MG4 is equipped with a rotor and stator (not shown), and the rotor rotates due to the rotating magnetic field generated from the stator by the three-phase alternating current. The drive shaft 40 is located at the center of the rotor.

[0020] The hybrid vehicle system 9 also includes rotational speed sensors 23 and 47 and a current sensor 46. The rotational speed sensor 23 detects the rotational speed (rotational velocity) of the crankshaft 20 of the engine 2 per unit time. The rotational speed sensor 23 may detect the rotational speed from, for example, the detected value of the crank angle sensor. The rotational speed sensor 47 detects the rotational speed (rotational velocity) of the drive shaft 40 of the MG 4 per unit time. The rotational speed sensor 47 may detect the rotational speed from, for example, the detected value of the resolver (rotor position). The current sensor 46 detects each current value of the three-phase alternating current output from the inverter 45. The rotational speed sensors 23 and 47 and the current sensor 46 output their detected values ​​to the vehicle control device 1.

[0021] The hybrid vehicle system 9 also includes an accelerator pedal position sensor 90, a shift position sensor 91, an ignition switch (IG-SW) 92, and a multi-information display (display) 93. The accelerator pedal position sensor 90 detects the opening degree of the accelerator pedal (not shown) of the hybrid vehicle and outputs it to the vehicle control device 1. The shift position sensor 91 detects the operating position of the shift lever (not shown) of the hybrid vehicle. The IG-SW 92 is used to start the hybrid vehicle from moving. The display 93 displays various information about the status of the hybrid vehicle based on information signals input from the vehicle control device 1.

[0022] The vehicle control device 1 is an example of a vehicle system. The vehicle control device 1 includes various ECUs (Electronic Control Units) that control, for example, the engine 2, inverter 45, and A / T 53. The vehicle control device 1 controls the operation of the hybrid vehicle according to the detected values ​​of the accelerator opening sensor 90, shift position sensor 91, IG-SW 92, rotation speed sensors 23, 47, and current sensor 46.

[0023] Figure 2 is a configuration diagram showing an example of a vehicle control device 1. The vehicle control device 1 includes a control unit 10, a storage unit 11, and a communication processing unit 12. The control unit 10 is an arithmetic circuit such as a CPU (Central Processing Unit), and the storage unit 11 is a memory such as a flash ROM (Read Only Memory). The communication processing unit 12 is a communication circuit for sending and receiving signals with the various sensors, engine 2, inverter 45, and A / T 53. The control unit 10 can access the storage unit 11 and the communication processing unit 12.

[0024] The control unit 10 includes an operation control unit 100, an engine control unit 101, an MG control unit 102, and a fault detection unit 103. The operation control unit 100, engine control unit 101, MG control unit 102, and fault detection unit 103 may be implemented by dividing them among multiple ECUs or by implementing them in a single ECU. The operation control unit 100 instructs the engine control unit 101, MG control unit 102, and fault detection unit 103 to operate according to a predetermined sequence.

[0025] The engine control unit 101 is an example of a control means. The engine control unit 101 controls the engine 2 based on detection values ​​from various sensors in accordance with user operations. For example, the engine control unit 101 controls the intake amount and ignition timing of the engine 2 in accordance with the torque output command value from the operation control unit 100.

[0026] When the IG-SW92 is pressed, the engine control unit 101 controls the starting of engine 2 according to instructions from the operation control unit 100. When starting engine 2, the engine control unit 101 starts the starter 21 to rotate and then engages the clutch 3. This causes the crankshaft 20 and drive shaft 40 to start rotating. When the rotational speed of the crankshaft 20 increases and engine 2 becomes capable of rotating autonomously, it enters a fully ignited state.

[0027] The MG control unit 102 controls the drive of the MG4. The MG control unit 102 drives the MG4 by performing switching control of the inverter 45. When the engine control unit 101 starts the engine 2, the MG control unit 102 stops driving the MG4. Therefore, the drive shaft 40 rotates in conjunction with the rotation of the crankshaft 20.

[0028] The fault detection unit 103 is an example of a detection means. During engine 2 startup, the fault detection unit 103 determines whether there is a single-phase short circuit in the inverter 45 according to instructions from the operation control unit 100. The fault detection unit 103 obtains the current values ​​of each phase of the three-phase AC current output from the inverter 45 to the MG4 from the current sensor 46. The fault detection unit 103 determines a single-phase short-circuit fault based on the current values ​​of each phase of the three-phase AC current. The fault detection unit 103 notifies the operation control unit 100 of the determination result of the single-phase short-circuit fault.

[0029] When the operation control unit 100 detects that the IG-SW92 has been pressed, it instructs the engine control unit 101 to start the engine 2. While the engine 2 is starting, the operation control unit 100 obtains the rotational speed of the drive shaft 40 from the rotational speed sensor 47, and if the rotational speed exceeds a threshold, it instructs the fault determination unit 103 to determine that a single-phase short-circuit fault has occurred.

[0030] When the operation control unit 100 receives notification from the fault detection unit 103 that a single-phase short-circuit fault has occurred, it instructs the engine control unit 101 to increase the output torque of the engine 2 in accordance with the drag torque generated in the MG4 due to the single-phase short circuit. The drag torque acts to hinder the rotation of the crankshaft 20. Therefore, the engine control unit 101 increases the output torque of the engine 2 to compensate for the loss of output torque of the engine 2 due to the drag torque.

[0031] For example, the engine control unit 101 acquires the rotational speed of the drive shaft 40 from the rotational speed sensor 47 and calculates the drag torque from the rotational speed based on the torque map data 110 that has been stored in advance in the memory unit 11.

[0032] Figure 3 shows an example of torque map data 110. Torque map data 110 is an example of data showing the correlation between drag torque (N·m) (vertical axis) and the rotational speed (rpm) of the drive shaft 40 (horizontal axis). Since drag torque acts in a direction that inhibits the rotation of the crankshaft 20, it is a negative value with respect to rotational speed.

[0033] The drag torque shows a peak value at a predetermined rotational speed V, and gradually decreases as the rotational speed increases above V. The torque map data 110 is acquired in advance from experimental or simulation results and written to the storage unit 11.

[0034] Referring again to Figure 2, the operation control unit 100 determines whether the hybrid vehicle can be driven based on the rotational speed of the crankshaft 20 and other conditions. If the operation control unit 100 determines that the hybrid vehicle can be driven, it displays "Ready On" on the display 93.

[0035] After the "Ready On" indicator is displayed, when the user moves the shift lever to the drive position, the operation control unit 100 accepts the user's accelerator pedal operation. In other words, when the operation control unit 100 receives a notification signal indicating the drive position from the shift position sensor 91, it calculates a command value for the output torque of the engine 2 according to the detected value input from the accelerator pedal opening sensor 90 and instructs the engine control unit 101 accordingly.

[0036] The operation control unit 100 is an example of a decision-making mechanism. The operation control unit 100 determines whether the hybrid vehicle can be driven after the fault determination unit 103 has determined whether there is a single-phase short circuit. In other words, the operation control unit 100 delays the timing of the determination of whether the vehicle can be driven until after the determination of whether there is a single-phase short circuit. Therefore, when starting the hybrid vehicle, the operation control unit 100 can detect the possibility of a starting failure of the engine 2 due to a single-phase short circuit.

[0037] (Engine starting process) Figure 4 is a flowchart showing an example of the engine 2 starting process. This process is performed when the hybrid vehicle is stopped. In this process, the MG control unit 102 stops the supply of three-phase AC current from the inverter 45 to the MG4 by turning off the system main relay 42.

[0038] First, the operation control unit 100 determines whether the IG-SW92 is turned on or off (step St0). At this time, the operation control unit 100 receives a notification signal from the IG-SW92 indicating whether the IG-SW92 is on or off. If the IG-SW92 is off (No in step St0), the process in step St0 is executed again.

[0039] If IG-SW92 is ON (Yes in step St0), the engine control unit 101 determines whether the supply of three-phase AC current to the inverter 45 is stopped (step St1). This allows the engine control unit 101 to confirm that the MG4 is not operating. If the supply of three-phase AC current is not stopped (No in step St1), the process in step St1 is executed again.

[0040] If the supply of three-phase alternating current is stopped (Yes in step St1), the engine control unit 101 starts the starter 21 (step St2). As a result, the rotation of the starter 21 is transmitted to the crankshaft 20 via the gear device 22, causing the crankshaft 20 to start rotating. At this time, the engine control unit 101 controls the rotational speed of the starter 21 according to a predetermined starting pattern for the engine 2.

[0041] Next, the engine control unit 101 starts the engine 2 starting control (step St3). The engine control unit 101 controls the intake air volume and ignition timing of the engine 2 according to the command value of the torque output from the operation control unit 100. The operation control unit 100 calculates the command value of the torque output according to a predetermined starting pattern.

[0042] Next, the engine control unit 101 engages the clutch 3 by controlling the solenoid valve 30 (step St4). This allows the crankshaft 20 and the drive shaft 40 to rotate together. After the engine 2 start control is initiated, the fault detection unit 103 detects whether or not there is a single-phase short circuit, as described below.

[0043] The fault detection unit 103 obtains the rotational speed Nm from the rotational speed sensor 47 of the drive shaft 40 (step St5). Next, the fault detection unit 103 compares the rotational speed Nm with a threshold k (step St6). If the rotational speed Nm is less than or equal to the threshold k (No in step St6), the process in step St6 is executed again.

[0044] The fault detection unit 103 determines whether there is a single-phase short circuit (step St7) if the rotational speed Nm exceeds the threshold k (Yes in step St6). Details of the single-phase short-circuit fault detection process will be described later.

[0045] In this way, when the rotational speed Nm of MG4 exceeds the threshold k, the presence or absence of a single-phase short circuit is determined. Therefore, when the current values ​​of each phase AC current increase sufficiently due to the rotational speed Nm exceeding the threshold k, the fault detection unit 103 can detect a single-phase short circuit with high accuracy from each current value.

[0046] Next, the engine control unit 101 determines whether or not a single-phase short circuit has occurred based on the determination result of the fault determination unit 103 (step St8). If a single-phase short circuit has occurred (Yes in step St8), the engine control unit 101 obtains the rotational speed Nm of the drive shaft 40 from the rotational speed sensor 47 (step St9).

[0047] Next, the engine control unit 101 calculates the drag torque of the MG4 from the rotational speed Nm based on the torque map data 110 (step St10). At this time, the engine control unit 101 searches for the drag torque corresponding to the rotational speed Nm from the torque map data 110. In this way, the engine control unit 101 calculates the drag torque based on the torque map data 110, so it can easily calculate the drag torque while suppressing complex calculation processing.

[0048] Next, the engine control unit 101 increases the output torque of engine 2 in accordance with the drag torque (step St11). At this time, the engine control unit 101 performs starting control of engine 2 in order to compensate for the torque loss of engine 2 corresponding to the drag torque. For example, the engine control unit 101 adds a torque substantially equal to the drag torque to the command value of the output torque in order to cancel out the drag torque, and controls the output torque of engine 2 based on the command value after the addition.

[0049] This suppresses the decrease in output torque of engine 2 due to drag torque, increases the rotational speed of the crankshaft 20, and makes it possible to successfully start engine 2. In addition, if a single-phase short circuit does not occur (No. in step St8), the engine control unit 101 does not perform the processes in steps St9 to 11 described above.

[0050] Next, the motion control unit 100 obtains the rotational speed Ne from the rotational speed sensor 23 of the crankshaft 20 (step St12). The motion control unit 100 compares the rotational speed Ne of the crankshaft 20 with a threshold TH (step St13). If the rotational speed Ne is less than or equal to the threshold TH (No in step St13), the process in step St12 is repeated.

[0051] If the rotational speed Ne exceeds the threshold TH (Yes in step St13), the operation control unit 100 acquires various parameters related to the driving of the hybrid vehicle from several other sensors (not shown) (step St14). Next, the operation control unit 100 determines whether the various conditions (starting conditions) for the engine 2 to start, other than rotational speed Ne, are met based on the various parameters (step St15). If the starting conditions are not met (No in step St15), the process in step St12 is performed again.

[0052] If the start condition is met (Yes in step St15), the operation control unit 100 executes the Ready On process (step St16). At this time, for example, the operation control unit 100 displays Ready On on the display 93.

[0053] After Ready is turned ON, the operation control unit 100 instructs the engine control unit 101 to output torque from engine 2 according to the value detected by the accelerator pedal position sensor 90, if the shift position sensor 91 indicates the drive position. This allows the user to start the hybrid vehicle. In contrast, if the rotational speed Ne is below the threshold TH, or if the starting conditions are not met, the Ready OFF state is maintained. In the Ready OFF state, even if the shift position sensor 91 indicates the drive position, the operation control unit 100 does not accept the value detected by the accelerator pedal position sensor 90 to prevent the hybrid vehicle from moving.

[0054] Thus, when the inverter 45 stops supplying three-phase alternating current, the engine control unit 101 controls the starting of the engine 2, and the fault determination unit 103 determines whether or not there is a one-phase short circuit in the inverter 45. After the fault determination unit 103 has determined whether or not there is a one-phase short circuit, the operation control unit 100 determines whether or not the hybrid vehicle can be driven according to the rotational speed Ne of the crankshaft 20.

[0055] Therefore, the vehicle control device 1 determines whether or not there is a one-phase short circuit in the inverter 45 prior to deciding whether or not the vehicle can be driven, and thus can detect engine 2 starting failure in advance when the hybrid vehicle is starting. Furthermore, if a one-phase short circuit occurs in the inverter 45, the vehicle control device 1 can complete the starting of the engine 2 by increasing the output torque of the engine 2 in accordance with the drag torque of the MG4.

[0056] Figure 5 is a flowchart showing an example of the process for determining a single-phase short-circuit fault. This process is performed in step St7 described above.

[0057] First, the fault detection unit 103 starts a timer to measure the duration of the fault detection (step St21). The timer is implemented by hardware or software and counts up or counts down according to pulse signals at regular intervals.

[0058] Next, the fault detection unit 103 acquires the current values ​​of each phase of the three-phase AC current from the current sensor 46 (step St22). Next, the fault detection unit 103 detects the peak current of each phase (u, v, w) (step St23). The peak current can be detected, for example, as the maximum value of the current values ​​for each phase acquired over a predetermined number of times.

[0059] Next, the fault detection unit 103 detects a short-circuit current in one phase based on the peak current of each phase (step St24). For example, if the peak current of one phase is higher than the peak currents of the other two phases, a short-circuit current in that phase is detected. If the fault detection unit 103 detects a short-circuit current in one phase (Yes in step St24), it determines that there is a short circuit in one phase (step St25).

[0060] Furthermore, if the fault detection unit 103 has not detected a short-circuit current in one phase (No in step St24), it determines whether the timer has expired (step St26). If the timer has not expired (No in step St26), the processes from step St22 onwards are repeated. If the timer has expired (Yes in step St26), the fault detection unit 103 determines that there is no short circuit in one phase (step St27). In other words, if the state of not detecting a short circuit in one phase continues for a certain period of time until the timer expires, the fault detection unit 103 determines that there is no short circuit in one phase.

[0061] Thus, the fault detection unit 103 determines that there is no single-phase short circuit if, after the rotational speed Ne of the MG4 exceeds the threshold k, no single-phase short circuit is detected for a certain period of time. Therefore, the fault detection unit 103 can determine the absence of a single-phase short circuit with high accuracy. On the other hand, if a single-phase short circuit is detected, the fault detection unit 103 terminates the fault detection process even before the timer expires. The timer expiration time is determined by considering, for example, the time required for the fault detection unit 103 to perform the determination and the time required for communication processing of the determination result. The fault detection process is executed in this manner.

[0062] (Engine starting operation) Figure 6 is a time chart showing an example of the starting operation of engine 2 when there is no single-phase short circuit. Figure 6 shows examples of the time changes for each of the following: the driving status of the hybrid vehicle, the rotational speed of engine 2 (Ne), the rotational speed of MG4 (Nm), whether a single-phase short circuit was detected, the time elapsed since detection, the single-phase short circuit detection status, and the output torque of engine 2.

[0063] The driving readiness status is indicated as either Ready On or Ready Off. The operation control unit 100 changes the driving readiness status from Ready Off to Ready On when the rotational speed Ne of the crankshaft 20 exceeds Ns and the starting conditions for the other engine 2 are met.

[0064] The rotational speed Ne of engine 2 is obtained from the rotational speed sensor 47 on the crankshaft 20. The rotational speed Nm of MG4 is obtained from the rotational speed sensor 23 on the drive shaft 40.

[0065] The feasibility of single-phase short-circuit detection indicates whether the single-phase short-circuit fault detection process can be performed. When the rotational speed Nm of the MG4 exceeds the threshold k, the fault detection unit 103 determines that the single-phase short-circuit fault detection process is possible because the current values ​​of each phase of the three-phase AC current have increased sufficiently.

[0066] The judgment elapsed time indicates the timer's timing during the single-phase short-circuit fault detection process. The judgment elapsed time increases from 0 to Tm, where Tm is the timer's expiration time.

[0067] The single-phase short-circuit detection status indicates whether the single-phase short-circuit detection is not yet performed (not detected), in progress (determining), or completed (determined). If the detection is complete, the detection result further indicates whether or not a single-phase short circuit exists.

[0068] Engine output torque indicates the torque output from engine 2 to crankshaft 20.

[0069] The engine control unit 101 starts engine 2 at time T0. Once engine 2 starts, the rotational speed Ne and output torque of engine 2 increase over time. In this example, the clutch 3 is engaged immediately after engine 2 starts, so the rotational speed Nm of MG4 also increases in the same way as the rotational speed Ne of engine 2.

[0070] When the rotational speed Nm of MG4 exceeds the threshold k at time T1, the fault detection unit 103 determines that a single-phase short circuit can be detected (detection possible), starts the timer, and begins the detection (detection in progress). The elapsed detection time becomes Tm at time T3 due to the timer expiring. At this time, the fault detection unit 103 determines that a single-phase short circuit exists and completes the detection (detection complete). If a single-phase short circuit is detected, the MG control unit 102 may control the three-phase switch elements of the inverter 45 to turn ON in order to suppress heating of MG4 due to the single-phase short circuit.

[0071] Furthermore, after the single-phase short-circuit fault detection process is completed, the operation control unit 100 determines whether the hybrid vehicle is drivable at time T4. Here, time T4 is set taking into account the time required for the single-phase short-circuit fault detection process, as well as a margin such as the time required for communication processing between the engine control unit 101 and the fault detection unit 103. The rotational speed Ne of engine 2 exceeds the threshold TH at time T2, before the completion of the single-phase short-circuit fault detection process. Also, other starting conditions for engine 2 are assumed to be met. For this reason, the operation control unit 100 changes the drivability status from Ready Off to Ready On.

[0072] Figure 7 is a time chart showing an example of the starting operation of engine 2 in the case of a single-phase short circuit. Explanations of content common to Figure 6 are omitted in Figure 7.

[0073] At time T1a during the starting control of engine 2, the output torque of engine 2 decreases due to the drag torque of MG4 caused by a single-phase short circuit, and the increase in the rotational speeds Ne and Nm of engine 2 and MG4 stops. Furthermore, the fault detection unit 103 determines that there is a single-phase short circuit at the subsequent time T1b (determination complete).

[0074] Therefore, the engine control unit 101 increases the output torque to compensate for the loss of output torque due to drag torque (see "Increase"). As a result, the rotational speed Ne of engine 2 resumes increasing and exceeds the threshold TH at time T2. Therefore, the operation control unit 100 can change the driving status to Ready ON at time T4. Similarly, the rotational speed Nm of MG4 also resumes increasing.

[0075] The dotted line TD represents the output torque when the output torque of engine 2 is not increased. The dotted line RD represents the rotational speed Ne when the output torque of engine 2 is not increased. In this case, the rotational speed Ne of engine 2 does not reach the threshold TH required to set the drivability state to Ready On. Therefore, engine 2 does not fully ignite, and the drivability state remains Ready Off.

[0076] In this example, we assumed that the clutch 3 between the crankshaft 20 and the drive shaft 40 engages with almost no delay from the start time of the engine 2's start control, but we are not limited to this.

[0077] Figure 8 is a time chart showing another example of the starting operation of engine 2 in the case of a single-phase short circuit. Explanations of content common to Figure 7 are omitted in Figure 8.

[0078] The engine control unit 101 starts the engine 2 starting control at time T0. Subsequently, at time T0a, which is significantly later than time T0, the engine control unit 101 controls the clutch 3 to be engaged. As a result, the rotational speed Nm of MG4 is 0 until time T0, but starts to increase at time T0a when the clutch 3 is engaged. After that, the rotational speed Nm of MG4 substantially matches the rotational speed Ne of engine 2.

[0079] At time T1, the rotational speed Nm of MG4 exceeds the threshold k, so the same single-phase short-circuit fault determination process is performed as described above.

[0080] The embodiments described above are preferred examples of the present invention. However, the invention is not limited thereto, and various modifications are possible without departing from the spirit of the invention. [Explanation of symbols]

[0081] 1. Vehicle control device (vehicle equipment) 2. Engine (internal combustion engine) 4. Motor Generator (Rotating Electric Machine) 20 Crankshaft 23,47 RPM sensor 40 Drive shaft 100 Operation control unit (determination means) 101 Engine control unit (control means) 102 MG Control Unit 103 Failure determination unit (judgment means) 110 Torque Map Data (Data)

Claims

1. In a vehicle device mounted on a vehicle comprising a rotating electric machine, an inverter that supplies three-phase alternating current to the rotating electric machine, and an internal combustion engine with a crankshaft connected to the drive shaft of the rotating electric machine, When the inverter stops supplying the three-phase alternating current, a control means for controlling the starting of the internal combustion engine, A determination means for determining whether or not there is a short circuit in one phase of the inverter, After the determination means determines whether or not there is a one-phase short circuit, the determination means determines whether or not the vehicle is drivable according to the result of comparing the rotational speed of the crankshaft with a first threshold value. If the determination means determines that there is a one-phase short circuit, the control means compensates for the torque loss of the internal combustion engine corresponding to the drag torque generated in the rotating electric machine so that the rotational speed of the crankshaft exceeds the first threshold during the control of starting the internal combustion engine. The determination means changes the drivability status from drivability to drivability when the rotational speed of the crankshaft exceeds the first threshold. Vehicle equipment.

2. The determination means determines that there is a one-phase short circuit in the inverter if the peak current of any one of the three-phase AC currents is higher than the peak currents of the other two phases. The vehicle device according to claim 1.

3. The control means calculates the drag torque from the rotational speed of the rotating electric machine based on data showing the correlation between the drag torque and the rotational speed of the rotating electric machine. The vehicle device according to claim 2.

4. The determination means determines whether or not there is a single-phase short circuit when the rotational speed of the rotating electric machine exceeds a second threshold. A vehicle device according to any one of claims 1 to 3.

5. The determination means determines that there is no single-phase short circuit if, after the rotational speed of the rotating electric machine exceeds the second threshold, the single-phase short circuit is not detected for a certain period of time. The vehicle device according to claim 4.

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