JP4375341B2 - Hydraulic control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle hydraulic control device, and more particularly to a technique for preventing erroneous determination of abnormality of a hydraulic switch.

In a hydraulic control device for a vehicle, for example, a hydraulic control device for an automatic transmission for a vehicle, whether or not the hydraulic pressure of hydraulic oil supplied to the hydraulic friction engagement device of the automatic transmission is normal is detected. It is determined whether there is any abnormality such as a pressure regulating valve that regulates pressure, a shift control valve that selectively supplies original pressure to a hydraulic friction engagement device, an interlock valve (fail-safe valve), or the like. For example, Patent Document 1 describes a device that provides a hydraulic switch downstream of a fail-safe valve and detects an abnormality occurring in a plurality of electromagnetic control valves using a single hydraulic switch.
JP 2003-49937 A

  Since the hydraulic switch is normally switched from an off state to an on state when a predetermined detected pressure is exceeded, the hydraulic switch or a valve provided in the path from the original pressure to the hydraulic switch is a pressure command signal. However, even when the pressure command is lower than the detected pressure to the extent that the hydraulic switch is not turned on, it can be determined that there is an abnormality by being turned on.

  By the way, in the above-described vehicle hydraulic control apparatus, hydraulic fluid pumped from a hydraulic pump that is rotationally driven by an engine is regulated according to a pressure command signal by a pressure regulating valve and used as a source pressure.

  However, when the abnormality determination means tries to determine the abnormality of the hydraulic switch by comparing the pressure command signal and the output signal of the hydraulic switch, an erroneous determination may occur in relation to the operating state of the engine. .

  For example, during an engine start-up period, the engine speed is usually increased rapidly, and a relatively large amount of hydraulic oil is sent from a hydraulic pump that is rotationally driven by the engine, whereas the engine start-up is performed. Since the operation of hydraulic equipment that consumes hydraulic oil during a period is generally small, the pressure regulation capacity of the pressure regulation valve becomes a limit state and rises above the pressure regulation value according to the pressure command signal, so-called rising Since a temporary pressure increase occurs, there is a possibility that an erroneous determination may occur if the abnormality determination means tries to determine the abnormality of the hydraulic switch by comparing the pressure command signal and the output signal of the hydraulic switch during such a period. was there.

  The hydraulic pump is generally composed of a constant displacement pump represented by a gear pump, and the hydraulic fluid pumped from the hydraulic pump has pressure vibration (pulsation) with a frequency corresponding to the engine rotational speed. On the other hand, the hydraulic switch has a property of causing a repetitive phenomenon of on-operation called hunting even at a hydraulic pressure lower than the detected pressure in a predetermined frequency range due to the structure thereof. For this reason, when the abnormality determination means tries to determine the abnormality of the hydraulic switch by comparing the pressure command signal and the output signal of the hydraulic switch, an erroneous determination may occur.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to make no erroneous determination of abnormality of the hydraulic switch for detecting the hydraulic pressure output from the hydraulic pump driven by the engine. The object is to provide a hydraulic control device for a vehicle.

The gist of the invention according to claim 1 for achieving such an object is that the hydraulic pump driven by the engine and the hydraulic oil pumped from the hydraulic pump are adjusted to a set value corresponding to the pressure command signal. A hydraulic pressure switch that operates when the hydraulic pressure regulated by the pressure regulating valve exceeds a preset detection pressure, the pressure command signal and an output signal of the hydraulic switch during operation of the engine, A vehicle hydraulic control apparatus having an abnormality determination means for determining an abnormality of the hydraulic switch by comparing the abnormality switch, including an abnormality determination restriction means for restricting an abnormality determination by the abnormality determination means, and the abnormality determination restriction means , when the rotational speed of said engine is a rotation region beyond the preset determination value, restricts the abnormality determination by the abnormality determining means this The features.

Further, the gist of the invention according to claim 2 is that, in the invention according to claim 1, (a) an oil temperature sensor for detecting the temperature of the hydraulic oil, and (b) the oil from a previously stored relationship. And a determination value determining means for determining the determination value based on the temperature of the hydraulic oil detected by the temperature sensor .

Further, the gist of the invention according to claim 3 is that, in the invention according to claim 1 or 2 , the abnormality determination limiting means uses the detected pressure to adjust the hydraulic pressure at which the pressure command signal is regulated by the pressure regulating valve. When the pressure command is lower, the abnormality determination by the abnormality determination means is limited .

According to the vehicle hydraulic control apparatus of the first aspect of the invention, the abnormality determination limiting means performs the abnormality determination by the abnormality determination means when the engine rotation speed is in a rotation region that exceeds a predetermined determination value. Since it is limited, abnormality determination within the engine speed range in which erroneous determination is likely to occur is limited, so that a vehicle hydraulic control device that does not erroneously determine hydraulic switch abnormality can be obtained.

According to the hydraulic control device for a vehicle of the invention according to claim 2, (a) an oil temperature sensor for detecting the temperature of the hydraulic oil, and (b) an oil temperature sensor detected from the relationship stored in advance. Determination value determining means for determining the determination value based on the temperature of the hydraulic oil, and the abnormality determination limiting means is a rotation region where the engine speed exceeds the determination value determined by the determination value determination means. Since the abnormality determination by the abnormality determination means is limited when the engine is at the same time, the limitation is minimized by restricting the execution of the abnormality determination only in the engine speed range where misjudgment is likely to occur. Therefore, it is possible to obtain a vehicular hydraulic control apparatus that reduces the abnormality determination limit and does not erroneously determine the abnormality of the hydraulic switch.

According to the vehicle hydraulic control apparatus of the invention relating to claim 3, the abnormality determination limiting means is a pressure command that makes the hydraulic pressure regulated by the pressure regulating valve lower than the detected pressure. Since the abnormality determination by the abnormality determination means is limited at a certain time, an abnormality can be determined based on the presence or absence of the operation of the hydraulic switch in a situation where the hydraulic switch is not originally operated.

  Here, preferably, the vehicle outputs a power distribution mechanism that distributes the output of the engine to the first motor generator and the output shaft on the drive wheel side, and the second output to the output shaft via the stepped transmission. A hybrid vehicle including a motor generator.

  Preferably, in the stepped transmission, the high speed stage is achieved by engagement of the first hydraulic friction engagement device, and the low speed stage is achieved by engagement of the second hydraulic friction engagement device. Is.

  Preferably, the hydraulic pump is rotationally driven by the engine, the pressure regulating valve is configured to regulate the hydraulic oil pumped by the hydraulic pump to a set value according to the pressure command signal, and the pressure is regulated by the pressure regulating valve. A first control valve for selectively supplying line hydraulic pressure to the first hydraulic friction engagement device via a first apply valve, and line hydraulic pressure regulated by the pressure regulating valve for the second hydraulic friction engagement A shift hydraulic control circuit is provided that includes a second control valve that selectively supplies the device via a second apply valve. The hydraulic switch is connected to the first hydraulic friction engagement device via the second apply valve and to the second hydraulic friction engagement device via the first apply valve. And a second hydraulic switch.

  Preferably, the pressure command signal selects a relatively low first hydraulic pressure (low pressure state) and a relatively high second hydraulic pressure (high pressure state) as a line hydraulic pressure regulated by the pressure regulating valve. Command. The detected pressure of the hydraulic switch is set between the first hydraulic pressure and the second hydraulic pressure.

  Preferably, the abnormality determining means determines that one of the first hydraulic switch and the second hydraulic switch that operates when the line hydraulic pressure regulated by the pressure regulating valve is in a low pressure state is abnormal, A device that does not operate in accordance with the gear shift state of the transmission when in a high pressure state is determined to be abnormal.

  FIG. 1 is a diagram illustrating a drive device and a control device of a hybrid vehicle 10 according to one embodiment of the present invention. In FIG. 1, in the hybrid vehicle 10, the torque of the first drive source 12 that is a main drive source is transmitted to an output shaft 14 that functions as an output member in the vehicle, and the output shaft 14 passes through a differential gear device 16. Thus, torque is transmitted to the drive wheels 18 which are a pair of left and right front wheels or rear wheels. The hybrid vehicle 10 is provided with a second drive source 20 capable of executing power running control for outputting driving force for traveling or regenerative control for recovering energy. It is connected to the output shaft 14 via a machine 22. Therefore, the torque capacity transmitted from the second drive source 20 to the output shaft 14 is increased or decreased in accordance with the speed ratio γs (= the rotational speed of MG2 / the rotational speed of the output shaft 14) set by the transmission 22. It has become.

  The speed ratio γs of the transmission 22 is configured to be set to a plurality of stages equal to or greater than “1”, and when the power is output from the second drive source 20, the torque is increased and transmitted to the output shaft 14. Therefore, the second drive source 20 is configured to have a lower capacity or a smaller size. Thus, for example, when the rotational speed of the output shaft 14 increases with a high vehicle speed, the second drive is performed by reducing the speed ratio γs in order to maintain the operating efficiency of the second drive source 20 in a good state. When the rotational speed of the source 20 is decreased and the rotational speed of the output shaft 14 is decreased, the speed ratio γs is increased.

  In the case of the speed change of the transmission 22, the torque capacity at the transmission 22 is reduced or inertia torque is generated due to the change in the rotational speed, which affects the torque of the output shaft 14, that is, the output shaft torque. Therefore, in the hybrid vehicle 10 described above, control is performed so as to prevent or suppress the torque fluctuation of the output shaft 14 by correcting the torque of the first drive source 12 at the time of shifting by the transmission 22.

  The first drive source 12 is a planetary gear device that functions as an engine 24, a first motor generator (hereinafter referred to as MG1), and a power distribution mechanism for synthesizing or distributing torque between the engine 24 and MG1. 26. The engine 24 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine, and an engine control electronic control unit (E-ECU) 28 mainly composed of a microcomputer The operation state such as throttle opening or intake air amount, fuel supply amount, ignition timing, etc. is electrically controlled. The electronic control device 28 is supplied with detection signals from an accelerator opening sensor AS that detects the operation amount of the accelerator pedal 27, a brake sensor BS that detects the operation of the brake pedal 29, and the like.

  The MG 1 is, for example, a synchronous motor, and is configured to selectively generate a function as a motor that generates a drive torque and a function as a generator, and a power storage device 32 such as a battery or a capacitor via an inverter 30. It is connected to the. The inverter 30 is controlled by an electronic control unit (MG-ECU) 34 for controlling the motor generator mainly composed of a microcomputer, whereby the output torque or regenerative torque of the MG 1 is adjusted or set. Yes. The electronic control unit 34 detects an operation position sensor SS for detecting the operation position of the shift lever 35, a key switch KEYSW for detecting that a key for activation operation is inserted, and a command operation for activation operation. A detection signal from a start operation button POWER or the like is supplied, and a travelable indicator READY that displays that the vehicle is ready to travel is turned on from the electronic control unit 34 in response to the start operation. It has become.

  The planetary gear device 26 includes a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier C0 that supports the sun gear S0 and the pinion gear P0 meshing with the ring gear R0 so as to rotate and revolve freely. This is a single pinion type planetary gear mechanism that is provided as two rotating elements and generates a known differential action. The planetary gear device 26 is provided concentrically with the engine 24 and the transmission 22. Since the planetary gear unit 26 and the transmission 22 are configured symmetrically with respect to the center line, the lower half of them is omitted in FIG.

  In this embodiment, the crankshaft 36 of the engine 24 is connected to the carrier C0 of the planetary gear device 26 via a damper 38. On the other hand, MG1 is connected to the sun gear S0, and the output shaft 14 is connected to the ring gear R0. The carrier C0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

  The relative relationship between the rotational speeds of the rotating elements of the single pinion type planetary gear device 26 functioning as the torque combining and distributing mechanism is shown by the collinear chart of FIG. In this alignment chart, the vertical axis S, the vertical axis C, and the vertical axis R are axes respectively representing the rotational speed of the sun gear S0, the rotational speed of the carrier C0, and the rotational speed of the ring gear R0. The distance between the axis C and the vertical axis R is 1 when the distance between the vertical axis S and the vertical axis C is 1, and the distance between the vertical axis C and the vertical axis R is ρ (the number of teeth Zs of the sun gear S0 / ring gear). R0 is set to be the number of teeth Zr).

  In the planetary gear unit 26, when the reaction torque generated by MG1 is input to the sun gear S0 with respect to the output torque of the engine 24 input to the carrier C0, the ring gear R0 serving as an output element is connected to the ring gear R0 from the engine 24. Since torque larger than the input torque appears, MG1 functions as a generator. Further, when the rotational speed (output shaft rotational speed) NO of the ring gear R0 is constant, the rotational speed NE of the engine 24 is continuously (steplessly) varied by changing the rotational speed of the MG1 up and down. Can do. The broken line in FIG. 2 shows a state where the rotational speed NE of the engine 24 decreases when the rotational speed of the MG1 is lowered from the value shown by the solid line. That is, the control for setting the rotational speed NE of the engine 24 to, for example, the rotational speed with the best fuel efficiency can be executed by controlling the MG1. This type of hybrid type is called mechanical distribution type or split type.

  Returning to FIG. 1, the transmission 22 of the present embodiment is constituted by a set of Ravigneaux planetary gear mechanisms. That is, the transmission 22 is provided with a first sun gear S1 and a second sun gear S2. The short pinion P1 meshes with the first sun gear S1, and the short pinion P1 has a longer pinion P2 having a longer axial length. And the long pinion P2 meshes with the ring gear R1 disposed concentrically with the sun gears S1 and S2. Each of the pinions P1 and P2 is held by a common carrier C1 so as to rotate and revolve. Further, the second sun gear S2 meshes with the long pinion P2.

  The second drive source 20 is controlled by an electronic control unit (MG-ECU) 34 for controlling the motor generator via an inverter 40, so that an electric motor whose assist output torque or regenerative torque is adjusted or set, or The second motor / generator (hereinafter referred to as MG2) is a generator. The second sun gear S2 is connected to the MG2 described above, and the carrier C1 is connected to the output shaft 14. The first sun gear S1 and the ring gear R1 constitute a mechanism corresponding to a double pinion type planetary gear device together with the respective pinions P1 and P2, and the second sun gear S2 and the ring gear R1 together with the long pinion P2 are single pinion type planetary gears. A mechanism corresponding to the apparatus is configured.

  The transmission 22 selectively fixes a first brake B1 and a ring gear R1 provided between the first sun gear S1 and the transmission housing 42 in order to selectively fix the first sun gear S1. Therefore, a second brake B2 provided between the ring gear R1 and the transmission housing 42 is provided. These brakes B1 and B2 are so-called friction engagement devices that generate a braking force by a frictional force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes B1 and B2 are comprised so that the torque capacity may change continuously according to the engagement pressure generated by a hydraulic actuator or the like.

  In the transmission 22 configured as described above, when the second sun gear S2 functions as an input element, the carrier C1 functions as an output element, and the first brake B1 is engaged, the transmission ratio is greater than “1”. When the high speed stage H of γsh is achieved and the second brake B2 is engaged instead of the first brake B1, the low speed stage L having a speed ratio γsl larger than the speed ratio γsh of the high speed stage H is set. Has been. The shift between these shift speeds H and L is executed based on the traveling state such as the vehicle speed and the required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 44 for speed change control, which is mainly composed of a microcomputer for performing the control, is provided.

  The electronic control unit 44 detects an oil temperature sensor TS for detecting the temperature of hydraulic oil, a hydraulic switch SW1 for detecting the engagement hydraulic pressure of the first brake B1, and an engagement hydraulic pressure of the second brake B2. Detection signals are supplied from the hydraulic switch SW2 for detecting the pressure, the hydraulic switch SW3 for detecting the line pressure PL, and the like.

  FIG. 3 shows four vertical axes S1, R1, C1, and S2 in order to show the mutual relationship between the rotary elements of the Ravigneaux planetary gear mechanism constituting the transmission 22. The alignment chart which has is shown. The vertical axis S1, the vertical axis R1, the vertical axis C1, and the vertical axis S2 indicate the rotational speed of the first sun gear S1, the rotational speed of the ring gear R1, the rotational speed of the carrier C1, and the rotational speed of the second sun gear S2, respectively. Is for.

  In the transmission 22 configured as described above, when the ring gear R1 is fixed by the second brake B2, the low speed stage L is set, and the assist torque output by the MG2 is amplified according to the speed ratio γsl at that time. Added to the output shaft 14. Instead, when the first sun gear S1 is fixed by the first brake B1, the high speed stage H having a speed ratio γsh smaller than the speed ratio γsl of the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the assist torque output by the MG 2 is increased according to the gear ratio γsh and added to the output shaft 14.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 14 is a torque obtained by increasing the output torque of the MG 2 in accordance with each gear ratio. In the shift transition state of 22, the torque is affected by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. Further, the torque applied to the output shaft 14 becomes positive torque in the driving state of MG2, and becomes negative torque in the driven state.

FIG. 4 shows a shift hydraulic control circuit 50 for automatically controlling the shift of the transmission 22 by disengaging the brakes B1 and B2. The hydraulic control circuit 50 includes a mechanical hydraulic pump 46 that is operatively connected to the crankshaft 36 of the engine 24 and is rotationally driven by the engine 24, an electric motor 48a, and a pump 48b that is rotationally driven thereby. The mechanical hydraulic pump 46 and the electric hydraulic pump 48 suck in the working oil returned to an oil pan (not shown) via the strainer 52, or The working oil directly refluxed through the reflux oil passage 53 is sucked and pumped to the line pressure oil passage 54. Although the oil temperature sensor TS for detecting the recirculated hydraulic oil temperature T _OIL is provided in the valve body 51 forming the hydraulic pressure control circuit 50, it may be connected to another part.

  The line pressure regulating valve 56 is a relief type regulating valve, and includes a spool valve element 60 that opens and closes between a supply port 56 a connected to the line oil passage 54 and a discharge port 56 b connected to the drain oil passage 58. The spring 62 for generating thrust in the valve closing direction of the spool valve element 60 is housed, and at the same time, when the set pressure of the line pressure PL is changed to be high, the module pressure PM in the module pressure oil passage 66 is set via the electromagnetic on-off valve 64. And a feedback oil chamber 70 connected to the line pressure oil passage 54 for generating thrust in the valve opening direction of the spool valve element 60, and has a preset low pressure value and higher than that. A constant line pressure PL of either of two types of high pressure values is output. The control oil chamber 68 is connected to a hydraulic switch SW3 which is in an off state when the module pressure PM is not supplied thereto but is turned on when the module pressure PM is supplied. In the line pressure regulating valve 56, when the module pressure PM is not supplied into the control oil chamber 68, the line pressure PL is adjusted so as to have a low value, and the module pressure PM is supplied into the control oil chamber 68. Then, the pressure is adjusted so that the line pressure PL becomes a value on the high pressure side, so that the hydraulic switch SW3 is turned on when the line pressure PL in the line pressure oil passage 54 is a value on the high pressure side, Turns off when below value. By arranging the hydraulic switch SW3 in this manner, the pulsation and setting of the hydraulic pressure pumped from the mechanical hydraulic pump 46 or the pump 48b are compared with the case where the hydraulic switch SW3 is connected to the line pressure oil passage 54. The so-called hunting phenomenon in which the on / off operation of the hydraulic switch SW3 is repeated even when the line pressure PL is on the low pressure side due to the rise (rising) of the line pressure PL from the regulated pressure value is avoided.

  The module pressure regulating valve 72 uses the line pressure PL as a source pressure, and a constant module pressure PM set lower than the line pressure PL on the low pressure side is supplied to the module pressure oil passage 66 regardless of the fluctuation of the line pressure PL. Output. The first linear solenoid valve SLB1 for controlling the first brake B1 and the second linear solenoid valve SLB2 for controlling the second brake B2 are command values from the electronic control unit 44 using the module pressure PM as a source pressure. Control pressures PC1 and PC2 corresponding to certain drive currents ISOL1 and ISOL2 are output.

  The first linear solenoid valve SLB1 has a normally open type valve characteristic that opens (communicates) between the input port and the output port when not energized, and increases the drive current ISOL1 as shown in FIG. Accordingly, the control pressure PC1 output is lowered. As shown in FIG. 5, the valve characteristic of the first linear solenoid valve SLB1 is provided with a dead zone A in which the control pressure PC1 output until the drive current ISOL1 exceeds a predetermined value Ia does not decrease. The second linear solenoid valve SLB2 has a normally closed valve characteristic that closes (shuts off) between the input port and the output port when the power is not supplied, and increases the drive current ISOL2 as shown in FIG. Along with this, the output control pressure PC2 is increased. As shown in FIG. 6, the valve characteristic of the second linear solenoid valve SLB2 is provided with a dead zone B in which the control pressure PC2 output until the drive current ISOL2 exceeds a predetermined value Ib does not increase.

  The B1 control valve 76 opens and closes the spool valve element 78 that opens and closes between the input port 76a connected to the line pressure oil passage 54 and the output port 76b that outputs the B1 engagement hydraulic pressure PB1. A control oil chamber 80 for receiving the control pressure PC1 from the first linear solenoid valve SLB1 for biasing in the direction and a spring 82 for biasing the spool valve element 78 in the valve closing direction are housed, and the output pressure is B1. A feedback oil chamber 84 for receiving the engagement hydraulic pressure PB1, and the B1 engagement hydraulic pressure having a magnitude corresponding to the control pressure PC1 from the first linear solenoid valve SLB1 using the line pressure PL in the line pressure oil passage 54 as a source pressure. PB1 is output and supplied to the brake B1 through the B1 apply control valve 86 that functions as an interlock valve.

  The B2 control valve 90 opens and closes the spool valve element 92 that opens and closes between the input port 90a connected to the line pressure oil passage 54 and the output port 90b that outputs the B2 engagement hydraulic pressure PB2. A control oil chamber 94 that receives the control pressure PC2 from the second linear solenoid valve SLB2 and a spring 96 that biases the spool valve element 92 in the valve closing direction are housed to bias the valve in the direction B2, which is an output pressure. A feedback oil chamber 98 for receiving the engagement hydraulic pressure PB2, and the B2 engagement hydraulic pressure having a magnitude corresponding to the control pressure PC2 from the second linear solenoid valve SLB2 using the line pressure PL in the line pressure oil passage 54 as a source pressure. PB2 is output and supplied to the brake B2 through the B2 apply control valve 100 that functions as an interlock valve.

  The B1 apply control valve 86 includes a spool valve element 102 that opens and closes between an input port 86a that receives the B1 engagement hydraulic pressure PB1 output from the B1 control valve 76 and an output port 86b that is connected to the first brake B1. An oil chamber 104 for receiving the module pressure PM for biasing the spool valve element 102 in the valve opening direction and a spring 106 for biasing the spool valve element 102 in the valve closing direction are accommodated and output from the B2 control valve 90. And an oil chamber 108 that receives the B2 engagement hydraulic pressure PB2, and is opened until the B2 engagement hydraulic pressure PB2 for engaging the second brake B2 is supplied, but the B2 engagement hydraulic pressure PB2 Is switched to the closed valve state, and the engagement of the first brake B1 is blocked.

  The B1 apply control valve 86 is closed when the spool valve element 102 is in the valve open position (the position shown on the right side of the center line in FIG. 4), and conversely, the spool valve element 102 is closed. A pair of ports 110a and 110b are provided that are opened when they are at the position shown on the left side of the center line in FIG. A hydraulic switch SW2 for detecting the B2 engagement hydraulic pressure PB2 is connected to the one port 110a, and a second brake B2 is directly connected to the other port 110b. The hydraulic switch SW2 is configured to be turned on when the B2 engagement hydraulic pressure PB2 is in a preset high pressure state and switched to an off state when the B2 engagement hydraulic pressure PB2 is equal to or lower than a preset low pressure state. . Since the hydraulic switch SW2 is connected to the second brake B2 via the B1 apply control valve 86, the first linear solenoid valve constituting the hydraulic system of the first brake B1 simultaneously with the abnormality of the B2 engagement hydraulic pressure PB2. Abnormalities in the SLB1, B1 control valve 76, B1 apply control valve 86, etc. can also be determined.

  Similarly to the B1 apply control valve 86, the B2 apply control valve 100 is connected between the input port 100a that receives the B2 engagement hydraulic pressure PB2 output from the B2 control valve 90 and the output port 100b connected to the second brake B2. A spool valve element 112 that opens and closes, an oil chamber 114 that receives the module pressure PM to urge the spool valve element 112 in the valve opening direction, and a spring 116 that urges the spool valve element 112 in the valve closing direction are accommodated. And an oil chamber 118 that receives the B1 engagement hydraulic pressure PB1 output from the B1 control valve 76, and is kept open until the B1 engagement hydraulic pressure PB1 for engaging the first brake B1 is supplied. However, when the B1 engagement hydraulic pressure PB1 is supplied, the valve is switched to the closed state and the second brake B2 is engaged. It is locked.

  The B2 apply control valve 100 is also closed when the spool valve element 112 is in the open position (the position shown on the right side of the center line in FIG. 4), and conversely, the spool valve element 112 is closed (see FIG. A pair of ports 120a and 120b are provided that are opened when they are at the position shown on the left side of the center line of FIG. A hydraulic switch SW1 for detecting the B1 engagement hydraulic pressure PB1 is connected to the one port 120a, and a first brake B1 is directly connected to the other port 120b. The hydraulic switch SW1 is configured to be turned on when the B1 engagement hydraulic pressure PB1 is in a preset high pressure state and switched to an off state when the B1 engagement hydraulic pressure PB1 is equal to or lower than a preset low pressure state. . Since this hydraulic switch SW1 is connected to the first brake B1 via the B2 apply control valve 100, the second linear solenoid valve constituting the hydraulic system of the second brake B2 simultaneously with the abnormality of the B1 engagement hydraulic pressure PB1. Abnormalities in the SLB2, B2 control valve 90, B2 apply control valve 100, etc. can also be determined.

  FIG. 7 is a chart for explaining the operation of the hydraulic control circuit 50 configured as described above. In FIG. 7, a circle indicates an excited state or an engaged state, and a cross indicates a non-excited state or a released state. That is, the first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both energized, so that the first brake B1 is released and the second brake B2 is engaged, so that the speed of the transmission 22 is low. Stage L is achieved. The first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both de-energized, whereby the first brake B1 is engaged and the second brake B2 is disengaged. High speed stage H is achieved.

  Therefore, if the hydraulic switches SW1, SW2, and SW3 are in a normal state, they are turned on and off as shown in FIG. That is, the hydraulic switches SW1, SW2, and SW3 are all in the off state when the line pressure PL is in the low pressure state regardless of the shift speed of the transmission 22, but the transmission is in the state where the line pressure PL is in the high pressure state. When 22 is the low speed stage L, the hydraulic switches SW2 and SW3 are turned on, and when the transmission 22 is at the low speed stage L, the hydraulic switches SW1 and SW3 are turned on. The hydraulic switches SW1, SW2 and SW3 have an on / off switch structure that is switched when a pressure higher than the operating pressure is applied. Therefore, if the hydraulic pressure to be detected includes pulsation (pressure vibration), the operating pressure is reduced. There may be a hunting state in which ON / OFF is repeatedly repeated even when the hydraulic pressure is lower. In the present embodiment, the mechanical hydraulic pump 46 and the electric hydraulic pump 48 that function as a hydraulic source are constant displacement pumps such as gear pumps, so that the hydraulic pressure pumped from the pumps 46 and 48 includes Although it is unavoidable that pressure vibration is included, the electric hydraulic pump 48 has a smaller capacity than the mechanical hydraulic pump 46, and therefore, the mechanical hydraulic pump 46 is exclusively problematic. For example, a hunting phenomenon occurs when the engine speed NE is 1200 rpm or higher. FIG. 9 shows the relationship between the rotational speed NE of the engine 24 that drives the mechanical hydraulic pump 46 and the hunting amount of the hydraulic switches SW1 and SW2. In this relationship, as the engine speed NE increases, the hunting amount of the hydraulic switches SW1 and SW2, that is, the number of ON times per unit time is indicated. Moreover, this characteristic has the property that it becomes so high that hydraulic fluid temperature becomes low, and becomes low, so that hydraulic fluid temperature becomes high.

  FIG. 10 is a functional block diagram for explaining a main part of the control functions of the electronic control devices 28, 34 and 44. In FIG. 10, for example, when the control is started by operating the power switch while the brake pedal is operated after the key is inserted into the key slot, the hybrid drive control unit 130 increases the accelerator operation amount. Based on this, the driver's required output is calculated, and the required output is generated from the engine 24 and / or MG2 so as to achieve a low fuel consumption and low exhaust gas operation. For example, a motor travel mode in which the engine 24 is stopped and MG2 is used as a drive source, a travel mode in which power is generated using the power of the engine 24 and travel is performed using MG2 as a drive source, and the power of the engine 24 is mechanically transmitted to the drive wheels 18. The engine running mode for running is switched according to the running state.

  The hybrid drive control means 130 controls the rotational speed of the engine 24 so that it operates on the optimum fuel consumption curve by MG1 even when the engine 24 is driven. Further, when driving the MG 2 for torque assist, the transmission 22 is set to the low speed stage L when the vehicle speed is slow to increase the torque applied to the output shaft 14, and the transmission 22 is turned off when the vehicle speed is increased. The high speed stage H is set so that the rotational speed of the MG 2 is relatively lowered to reduce the loss, and efficient torque assist is executed. Further, when coasting, the MG1 or MG2 is regenerated as electric power by rotating the MG1 or MG2 with the inertial energy of the vehicle, and the electric power is stored in the power storage device 32.

  The shift control means 132 determines the shift stage of the transmission 22 based on the vehicle speed V and the driving force P from, for example, a previously stored shift diagram shown in FIG. 11, and automatically determines the determined shift stage. The first brake B1 and the second brake B2 are controlled so as to be switched.

  The line pressure control means 134 is configured to switch the electromagnetic on-off valve when the calculated driver demand output is larger than a preset output determination value or when the transmission 22 is shifting, i.e., when shifting. 64 is switched from the closed state to the open state, and the modulator pressure PM is supplied into the oil chamber 68 of the line pressure regulating valve 56 to increase the thrust toward the valve closing direction of the spool valve element 60, thereby increasing the line pressure PL. Switch the set pressure from low pressure to high pressure.

  The abnormality determining means 136 determines that any of the hydraulic switches SW1, SW2, and SW3 that are turned on regardless of the transmission state of the transmission 22 is abnormal when the line oil pressure PL regulated by the line pressure regulating valve 56 is in a low pressure state. judge. Further, the abnormality determination unit 136 determines that an abnormality is not detected when the line oil pressure PL is in a high pressure state and the line 22 is not turned on corresponding to the transmission state of the transmission 22. For example, when the transmission 22 is at the low speed L, it is determined that the oil pressure sensor SW1 is abnormal if the oil pressure sensor SW1 is not turned off, and is determined to be abnormal if the oil pressure sensor SW2 is not turned on. If the transmission 22 is in the high speed stage H, the hydraulic sensor SW1 is determined to be abnormal if the hydraulic sensor SW1 is not in the on state.

The engine operating determination unit 138 determines whether or not the engine 24 is operating based on, for example, an engine speed NE, an intake air amount, or a fuel injection amount detected by an engine rotation sensor (not shown). The line pressure determination means 140 determines whether the line pressure PL regulated by the line pressure regulating valve 56 is in a low pressure state or a high pressure state based on, for example, a command signal supplied from the electronic control unit 44 to the electromagnetic opening / closing valve 64. Judgment based on. If this command signal is to open the electromagnetic on-off valve 64, it is a high-pressure command for line pressure, and if this command signal is to close the electromagnetic on-off valve 64, it is a low-pressure command for line pressure. Whether the determination value determining means 142 is a rotation region in which the rotational speed NE of the engine 24 limits the abnormality determination based on the hydraulic oil temperature T _OIL detected by the oil temperature sensor from the pre-stored relationship shown in FIG. A determination value N1 (rpm) for determining whether or not is determined. The relationship shown in FIG. 12 indicates a change in the lower limit value of the rotation region where the hunting phenomenon of the hydraulic switches SW1, SW2, and SW3 occurs with respect to the hydraulic oil temperature T _OIL , and the determination value N1 increases as the hydraulic oil temperature T _OIL increases. Is set to be large. In this relation, for example, when the hydraulic oil temperature T _OIL is −20 ° C., the determination value N1 is 1000 rpm, and when it is 0 ° C., the determination value N1 is 1200 rpm, and when it is 20 ° C., the determination value N1 is 1600 rpm, 120 ° C. Is set so that the determination value N1 is 2400 rpm. Although the relationship shown in FIG. 12 is displayed in a graph, the relationship may be stored in the form of a data map.

  The abnormality determination restricting unit 144 restricts the abnormality determination by the abnormality determining unit 136 when the engine operating determining unit 138 determines that the engine 24 is in operation including the start operation of the engine 24. Since the abnormality determination limiting means 144 is in a state where the reliability of the abnormality determination result is poor due to engine operation, the determination operation by the abnormality determination means 136 is stopped, or the determination result output by the abnormality determination means 136 is output. Or the like is suspended to prevent erroneous execution of fail processing.

  The abnormality determination limiting means 144 is preferably determined when the engine 24 is in operation and the line pressure PL regulated by the line pressure regulating valve 56 by the line pressure judging means 140 is in a low pressure state. When this is done, restriction of abnormality determination by the abnormality determination means 136 is executed. This is because the hunting phenomenon of the hydraulic switches SW1, SW2 and SW3 may occur when the line pressure PL is in a low pressure state as described above.

  More preferably, the abnormality determination limiting means 144 is when the actual rotational speed NE of the operating engine 24 is in a rotation region exceeding the determination value N1 determined by the determination value determination means 142, When the line pressure determination unit 140 determines that the line pressure PL regulated by the line pressure regulating valve 56 is in a low pressure state, the abnormality determination by the abnormality determination unit 136 is limited.

  FIGS. 13 to 15 are flowcharts for explaining the main part of the control operation of the electronic control devices 28, 34 and 44. 13 and 14 are hydraulic switch abnormality determination routines corresponding to the abnormality determination means 136, and FIG. 15 is an abnormality determination restriction control routine corresponding to the abnormality determination restriction means 144.

  In FIG. 13 and FIG. 14, in step (hereinafter, step is omitted) S1, it is determined whether or not the line pressure PL is in a high pressure state. If the determination in S1 is negative, an abnormality determination routine is executed when the line pressure PL is lower than S11. If the determination is positive, an abnormality determination routine is executed when the line pressure PL is high in S2 to S10. Is done.

  If the determination in S1 is affirmative, it is determined in S2 whether or not the transmission 22 is in the low speed stage L. If the determination in S2 is affirmative, since the transmission 22 is in the low speed stage L, each hydraulic switch SW1, SW2, SW3 is in the normal operating state shown in the column of the low speed stage L and high pressure state in FIG. When it is determined whether or not there is a negative determination, the transmission 22 is in the high speed stage H, so that each hydraulic switch SW1, SW2, SW3 is in the high speed stage H of FIG. And it is judged whether it is a normal operation state shown in the column of a high pressure state. That is, if the determination in S2 is affirmative, it is determined in S3 whether the hydraulic switch SW1 is in an off state, in S4, it is determined whether the hydraulic switch SW2 is in an on state, and in S5, the hydraulic switch It is determined whether or not SW3 is on. When the determinations in S3, S4, and S5 are all affirmed, the hydraulic switches SW1, SW2, and SW3 are in a normal operating state, and therefore, S11 and subsequent steps are executed. On the other hand, if the determination in S2 is negative, it is determined in S6 whether or not the hydraulic switch SW1 is in an on state. In S7, it is determined whether or not the hydraulic switch SW2 is in an off state. It is determined whether or not the hydraulic switch SW3 is on. If the determinations in S6, S7, and S5 are all affirmed, the hydraulic switches SW1, SW2, and SW3 are in a normal operating state, and therefore, S11 and subsequent steps are executed.

  However, if the determination in S3 or S6 is negative, the failure of the hydraulic switch SW1 is determined and stored in S8, and if the determination in S4 or S7 is negative, the failure of the hydraulic switch SW2 is determined in S9. If the determination in S5 is negative, the failure of the hydraulic switch SW3 is determined and stored in S10, and then S11 and subsequent steps are executed.

  In S11, it is determined whether or not the line pressure PL is in a low pressure state. If the determination in S11 is negative, this routine is terminated. If the determination is positive, since the line pressure PL is in a low pressure state, each hydraulic switch SW1, SW2, SW3 is set to the low speed stage L in FIG. Alternatively, it is determined whether or not it is a normal operating state shown in the column of the high speed stage H and the low pressure state. That is, it is determined whether or not the hydraulic switch SW1 is off in S12, whether or not the hydraulic switch SW2 is off is determined in S13, and whether or not the hydraulic switch SW3 is off in S14. To be judged. If the determinations in S6, S7, and S5 are all affirmative, the routine is terminated because each hydraulic switch SW1, SW2, SW3 is in a normal operating state. However, if the determination in S12 is negative, the failure of the hydraulic switch SW1 is determined and stored in S15, and if the determination in S13 is negative, the failure of the hydraulic switch SW2 is determined and stored in S16. If the determination in S14 is negative, the failure of the hydraulic switch SW3 is determined and stored in S17, and then this routine is terminated.

  In the hydraulic switch abnormality determination routine, when it is determined that any of the hydraulic switches SW1, SW2, and SW3 is out of order, a predetermined fail process is executed.

In FIG. 15, it is determined in SA1 corresponding to the engine operating determination means 138 whether or not the engine 24 is operating. If the determination of SA1 is negative, this routine is terminated. If the determination is positive, in SA2 corresponding to the line pressure determination means 140, whether or not the line pressure PL is in a low pressure state, that is, the line pressure It is determined whether or not a command to put PL in a low pressure state has been issued. If the determination at SA2 is negative, this routine is terminated. If the determination is affirmative, at SA3 corresponding to the determination value determining means 142, for example, the oil temperature sensor from the previously stored relationship shown in FIG. Based on the hydraulic oil temperature T _OIL detected by TS, a determination value NE1 (rpm) for determining whether or not the rotation speed NE of the engine 24 is a rotation region that limits abnormality determination is determined.

  Next, in SA4, it is determined whether the engine speed NE is equal to or higher than the determination value NE1 (rpm). If the determination at SA4 is negative, this routine is terminated. If the determination is affirmative, the hydraulic switch abnormality determination routine shown in FIGS. 13 and 14 is executed at SA5 corresponding to the abnormality determination limiting means 144. Or cancel the storage of the execution result and prohibit the reflection of the execution result.

  As described above, according to the control device for the hybrid vehicle 10 of the present embodiment, when the engine 24 is operating, the abnormality determination by the abnormality determination means 136 (S1 to S17) is performed by the abnormality determination limiting means 144 (SA5). Therefore, the abnormality determination under the condition that the erroneous determination that the engine 24 is operating is likely to occur is limited, so that the erroneous determination regarding the abnormality of the hydraulic switches SW1, SW2, and SW3 is preferably prevented. .

  Further, according to the control device for the hybrid vehicle 10 of the present embodiment, the abnormality determination limiting unit 144 limits the abnormality determination by the abnormality determination unit 136 when the engine 24 is being started. Since abnormality determination during the starting operation of the engine 24 that is likely to occur is limited, erroneous determination of abnormality in the hydraulic switches SW1, SW2, and SW3 is preferably prevented.

  Further, according to the control device for the hybrid vehicle 10 of the present embodiment, the abnormality determination limiting unit 144 is operated by the abnormality determination unit 136 when the rotation speed NE of the engine 24 is a rotation region that is equal to or higher than a predetermined determination value NE1. Since the abnormality determination is limited, the abnormality determination in the engine rotation speed region where the erroneous determination is likely to occur is limited. Therefore, the erroneous determination regarding the abnormality of the hydraulic switches SW1, SW2, and SW3 is preferably prevented. .

Further, according to the control device for the hybrid vehicle 10 of the present embodiment, the oil temperature sensor TS for detecting the temperature T _OIL of the hydraulic oil in the hydraulic control circuit 50 and the oil stored from the previously stored relationship shown in FIG. A determination value determining means 142 for determining the determination value NE1 based on the temperature T _OIL of the hydraulic oil detected by the temperature sensor TS, and the abnormality determination limiting means 144 determines the determination value based on the rotational speed NE of the engine 24. Since the abnormality determination by the abnormality determination unit 136 is limited when it is in the rotation region that is equal to or greater than the determination value NE1 determined by the unit 142, the abnormality is detected only in the engine rotation speed region where erroneous determination is likely to occur. Since the limit of determination is performed and the limit is made the minimum necessary, the limit of the determination of abnormality is reduced, and the hydraulic switches SW1, SW2, SW3 Erroneous determination of the normal can be suitably prevented.

  Further, according to the control apparatus for the hybrid vehicle 10 of the present embodiment, the abnormality determination limiting means 144 uses the detected pressures of the hydraulic switches SW1 and SW2 to adjust the line hydraulic pressure PL in which the pressure command signal is regulated by the line pressure regulating valve 56. Since the abnormality determination by the abnormality determination unit 136 is limited when the pressure command is lower, the hydraulic switches SW1 and SW2 are not activated in a situation where the hydraulic switches SW1 and SW2 are not originally operated. Abnormality can be determined based on this.

  As mentioned above, although one Example of this invention was described based on drawing, this invention is applicable also in another aspect.

  For example, the abnormality determination limiting means 144 of the above-described embodiment limits the abnormality determination of the abnormality determination means 136 during the operation of the engine 24, including during the start of the engine 24. May be limited.

Further, the abnormality determination limiting means 144 of the above-described embodiment is based on the temperature T _OIL of the hydraulic oil detected by the oil temperature sensor TS from the relationship stored in advance in order to determine the rotation region of the engine rotation speed NE. Although the determined determination value NE1 is used, the determination value NE1 may be a constant value. When the determination value NE1 is set to a constant value, for example, the lowest value determined from the relationship shown in FIG.

  Further, the abnormality determination limiting unit 144 of the above-described embodiment limits the abnormality determination of the abnormality determination unit 136 in a region where the engine speed NE is equal to or higher than the determination value NE1, but such a region determination is not necessarily performed. May not be performed, and during the operation of the engine 24, the abnormality determination of the abnormality determination unit 136 may be limited regardless of the engine rotational speed NE.

  Further, the transmission 22 of the above-described embodiment is a two-stage transmission of the low speed stage L and the high speed stage H, but may be a transmission of three stages or more.

  Further, the hybrid vehicle of the above-described embodiment is of a type in which the drive wheels 18 that are a pair of left and right front wheels or rear wheels are driven, but is a vehicle in which four wheels of the front and rear wheels are driven. Also good.

  The above description is merely an example of the present invention, and the present invention can be variously modified without departing from the gist thereof.

It is a figure explaining the drive device and control apparatus of the hybrid vehicle of one Example of this invention. FIG. 2 is a collinear diagram illustrating an operation of the planetary gear device of the hybrid vehicle in FIG. 1. FIG. 2 is a collinear diagram illustrating the operation of the stepped transmission of the hybrid vehicle in FIG. 1. It is a figure explaining the principal part of the hydraulic control circuit for controlling the action | operation of the stepped transmission of FIG. It is a figure explaining the valve characteristic of the normally open type of the 1st linear solenoid valve used for FIG. It is a figure explaining the valve characteristic of the normally closed type of the 2nd linear solenoid valve used for FIG. The relationship between the shift stage of the stepped transmission of FIG. 1, the operating states of the first linear solenoid valve and the second linear solenoid valve, and the operating states of the first brake B1 and the second brake B2 to achieve the shift stage. It is a chart explaining. 6 is a chart for explaining the relationship between the operation of hydraulic switches SW1, SW2, and SW3 provided in the hydraulic control circuit of FIG. 4, the pressure state of the line pressure, and the shift state of the stepped transmission. FIG. 5 is a diagram illustrating hunting characteristics of hydraulic switches SW1 and SW2 provided in the hydraulic control circuit of FIG. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows the speed change diagram used in the speed change control means of FIG. It is a figure which shows the relationship used in order to determine a determination value in the determination value determination means of FIG. It is a principal part of control action of the electronic control unit of Drawing 1, and is a flow chart explaining explaining abnormality judging control action. It is a control action of the electronic control unit of FIG. 1, and is a flowchart for explaining an abnormality determination control action. FIG. 3 is a flowchart for explaining an abnormality determination restriction control operation, which is a main part of a control operation of the electronic control device of FIG. 1.

Explanation of symbols

10: Hybrid drive device 14: Output shaft 22: Transmission (stepped transmission)
24: Engine 26: Planetary gear device (power distribution mechanism)
46: Hydraulic pump 56: Line pressure regulating valve (regulating valve)
136: Abnormality determination means 142: Determination value determination means 144: Abnormality determination restriction means MG1: First motor generator MG2: Second motor generator SW1: Hydraulic switch SW2: Hydraulic switch TS: Oil temperature sensor

Claims (3)

A hydraulic pump driven by the engine; a pressure regulating valve that regulates hydraulic oil pumped from the hydraulic pump to a set value according to a pressure command signal; and a detected pressure in which the hydraulic pressure regulated by the pressure regulating valve is set in advance For a vehicle having a hydraulic switch that operates when the pressure exceeds the pressure switch, and an abnormality determination means that determines an abnormality of the hydraulic switch by comparing the pressure command signal and the output signal of the hydraulic switch during operation of the engine A hydraulic control device,
An abnormality determination limiting unit that limits the abnormality determination by the abnormality determination unit, and the abnormality determination limiting unit is configured to detect the abnormality determination unit when the rotational speed of the engine exceeds a predetermined determination value. The vehicle hydraulic control apparatus is characterized by limiting abnormality determination by the vehicle. An oil temperature sensor for detecting the temperature of the hydraulic oil;
A determination value determining means for determining the determination value based a predetermined stored relationship to the temperature of the hydraulic oil detected by the oil temperature sensor, a hydraulic control apparatus for a vehicle according to claim 1, characterized in that it comprises. The abnormality determination limiting means limits the abnormality determination by the abnormality determination means when the pressure command signal is a pressure command that makes the hydraulic pressure regulated by the pressure regulating valve lower than the detected pressure. The hydraulic control device for a vehicle according to claim 1 or 2 , wherein:

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