CN105246731A - 混合动力车辆的故障判定装置及其故障判定方法 - Google Patents

混合动力车辆的故障判定装置及其故障判定方法 Download PDF

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Publication number
CN105246731A
CN105246731A CN201480031198.8A CN201480031198A CN105246731A CN 105246731 A CN105246731 A CN 105246731A CN 201480031198 A CN201480031198 A CN 201480031198A CN 105246731 A CN105246731 A CN 105246731A
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China
Prior art keywords
power
transfer clutch
clutch
torque
driving engine
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Granted
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CN201480031198.8A
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CN105246731B (zh
Inventor
天野伦平
田坂创
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Nissan Motor Co Ltd
JATCO Ltd
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Nissan Motor Co Ltd
JATCO Ltd
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

综合控制器基于加速器开度运算要求驱动力，将利用第2离合器传递该要求驱动力所必需的第2离合器的扭矩容量作为目标扭矩容量而进行运算，对发动机的实际扭矩以及电动机的实际扭矩进行运算，对目标扭矩容量与发动机的实际扭矩以及电动机的实际扭矩的和之间的偏差即扭矩偏差进行运算，在湿式启动离合器控制过程中，扭矩偏差大于第1故障判定值的情况下，判定为在第2离合器中产生接合不良。

Description

混合动力车辆的故障判定装置及其故障判定方法
技术领域
本发明涉及一种在混合动力车辆中，对由供给至离合器的液压不足导致的离合器的接合不良(MIN压故障)进行判定的技术。
背景技术
在JP2010－155590A中，公开了一种混合动力车辆，该混合动力车辆将发动机和电动机串联配置，在发动机和电动机之间配置第1离合器，在电动机和驱动轮之间配置第2离合器。
在如上所述的结构的混合动力车辆中，如果断开第1离合器并接合第2离合器，则成为仅利用电动机行驶的EV模式，如果接合第1离合器以及第2离合器，则成为利用发动机以及电动机行驶的HEV模式。
此外，通过在起步时或者减速而停车时进行使第2离合器滑动的湿式启动离合器控制，从而无需依靠扭矩变换器就实现顺利的起步以及停车。
发明内容
是否由于供给至离合器的液压不足而产生离合器的接合不良(MIN压故障)，通常能够基于离合器的转速差(输入侧要素的转速和输出侧要素的转速的差)进行判定。即，在D、R等的选档位置被操作至行驶位置而离合器应该接合的状态下，在离合器中具有转速差的情况下，能够判定为产生离合器的接合不良。
然而，在上述混合动力车辆中，即使选档位置被操作至行驶位置，第2离合器利用湿式启动离合器控制而变为滑动状态，不完全接合。因此，在湿式启动离合器控制过程中，即使第2离合器正常，也会产生转速差，此外，即使在第2离合器中产生接合不良，发动机的高速空转也被电动机的再生抑制而转速差不会扩大，因此不能将由湿式启动离合器控制产生的转速差和由第2离合器的接合不良产生的转速差区分开，仅根据转速差不能正确判定离合器的接合不良。
如果设置对供给至第2离合器的液压进行检测的传感器或者开关，则能够基于液压判定离合器的接合不良，但在该情况下，需要设置检测液压的传感器或者开关，成本上升。
本发明是鉴于如上所述的技术课题而提出的，其目的在于，在进行湿式启动离合器控制的混合动力车辆中，即使在湿式启动离合器控制过程中，也能够对由供给至离合器的液压不足所导致的离合器的接合不良(MIN压故障)进行判定。
根据本发明的某个方式，提供一种故障判定装置，其是混合动力车辆的故障判定装置，该混合动力车辆具有：串联配置的发动机以及电动机、在所述电动机和驱动轮之间配置的离合器、以及对供给至所述离合器的液压进行调压的调压机构，该混合动力车辆进行湿式启动离合器控制，该湿式启动离合器控制至少在起步时将供给至所述离合器的液压利用所述调压机构调压为使所述离合器滑动的液压，该故障判定装置具有：目标扭矩容量运算单元，其基于加速器开度运算要求驱动力，并将利用所述离合器传递该要求驱动力所必需的所述离合器的扭矩容量作为目标扭矩容量而进行运算；实际扭矩运算单元，其对所述发动机的实际扭矩以及所述电动机的实际扭矩进行运算；扭矩偏差运算单元，其对所述目标扭矩容量与所述发动机的实际扭矩以及所述电动机的实际扭矩的和之间的偏差即扭矩偏差进行运算；以及故障判定单元，其在所述湿式启动离合器控制过程中，在所述扭矩偏差大于第1故障判定值的情况下，判定为在所述离合器中产生接合不良。
此外，根据本发明的其他的方式，提供一种与其对应的故障判定方法。
根据这些方式，即使在湿式启动离合器控制过程中，也能够判定出离合器的接合不良(MIN压故障)，能够尽快判定出离合器的接合不良。
附图说明
图1是使用本发明的实施方式所涉及的故障判定装置的混合动力车辆的整体结构图。
图2是模式切换对应图的一个例子。
图3是表示故障判定处理的内容的流程图。
图4是表示判定出第2离合器的接合不良的情况的时序图。
图5是表示在电动机再生不充分的情况下，判定出第2离合器的接合不良的情况的时序图。
具体实施方式
下面，参照附图，同时对本发明的实施方式进行说明。
图1是混合动力车辆(下面称为车辆)100的整体结构图。车辆100具有发动机1、第1离合器2、电动发电机(下面称为MG)3、第1油泵4、第2油泵5、第2离合器6、无级变速器(下面称为CVT)7、驱动轮8、以及综合控制器50。
发动机1是以汽油、柴油等作为燃料的内燃机，基于来自综合控制器50的指令，对转速、扭矩等进行控制。
第1离合器2是安装在发动机1和MG3之间的常开的液压式离合器。第1离合器2基于来自综合控制器50的指令，通过将第1油泵4或者第2油泵5的排出压作为初压而利用液压控制阀单元71进行了调压的液压，对接合·断开状态进行控制。作为第1离合器2，例如使用干式多板离合器。
MG3相对于发动机1串联配置，是在转子上埋设有永磁体，在定子上缠绕有定子线圈的同步型旋转电机。MG3基于来自综合控制器50的指令，通过施加由逆变器9产生的三相交流电而被控制。MG3能够作为接受来自电池10的电力供给而旋转驱动的电动机而动作。此外，MG3在转子从发动机1、驱动轮8接受旋转能量的情况下，能够作为使定子线圈的两端产生电动势的发电机而起作用，并对电池10进行充电。
第1油泵4是通过将MG3的旋转经由传动带4b传递从而进行动作的叶片泵。第1油泵4将在CVT7的油盘72中储存的液压油吸上来，并向液压控制阀单元71供给液压。
第2油泵5是从电池10接受电力的供给而动作的电动油泵。第2油泵5基于来自综合控制器50的指令，在仅利用第1油泵4而油量不足的情况下被驱动，与第1油泵4同样地，将在CVT7的油盘72中储存的液压油吸上来，并向液压控制阀单元71供给液压。
第2离合器6安装在MG3与CVT7、驱动轮8之间。第2离合器基于来自综合控制器50的指令，通过将第1油泵4或者第2油泵5的排出压作为初压而利用由液压控制阀单元71进行了调压的液压，对接合·断开进行控制。作为第2离合器6，例如使用常开的湿式多板离合器。
CVT7配置在MG3的下游，能够对应于车速、加速器开度等而对变速比进行无级改变。CVT7具有主动带轮、从动带轮、以及在两个带轮上架设的传动带。将来自第1油泵4以及第2油泵5的排出压作为初压而利用液压控制阀单元71产生主动带轮压和从动带轮压，利用带轮压使主动带轮的可动带轮和从动带轮的可动带轮进行轴向动作，使传动带的带轮接触半径变化，从而使变速比无级改变。
在CVT7的输出轴上，经由未图示的最终减速齿轮机构而连接差速器12，在差速器12上，经由驱动轴13而连接驱动轮8。
将来自对发动机1的转速Ne进行检测的转速传感器51、对CVT7的输入转速Nin(＝第2离合器6的输出转速)进行检测的转速传感器52、对加速器开度APO进行检测的加速器开度传感器53、对CVT7的选档位置(对前进、后退、空档以及停车进行切换的选档杆或者选档开关的状态)进行检测的抑制开关54、对车速VSP进行检测的车速传感器55等的信号输入至综合控制器50中。综合控制器50基于所输入的这些信号，进行针对发动机1、MG3(逆变器9)、CVT7的各种控制。
具体而言，综合控制器50基于加速器开度APO以及车速VSP，运算出要求驱动力(实现运转者所要求的加速度的驱动力)，并分别对发动机1以及MG3的扭矩进行控制，以实现该要求驱动力。
此外，综合控制器50将目标扭矩容量设定为能够传递要求驱动力的第2离合器6的扭矩容量，对从液压控制阀单元71供给至第2离合器6的液压进行控制，以使得第2离合器6的扭矩容量成为目标扭矩容量。
此外，综合控制器50基于加速器开度APO以及车速VSP运算目标变速比，并将CVT7的变速比控制为能够实现该目标变速比。
此外，综合控制器50参照图2中所示的模式切换对应图，作为车辆100的运转模式，对EV模式和HEV模式进行切换。
EV模式是断开第1离合器2，仅将MG3作为驱动源而行驶的模式。EV模式在要求驱动力较低，电池10的SOC充分时被选择。
HEV模式是接合第1离合器2，将发动机1和MG3作为驱动源而行驶的模式。HEV模式在要求驱动力较高时或者电池10的SOC不足时被选择。
另外，为了不使EV模式和HEV模式的切换出现振荡，从EV模式向HEV模式的切换线与从HEV模式向EV模式的切换线相比，设定在高车速侧且加速器开度大侧。
此外，车辆100不具有扭矩变换器，因此在图2中所示的湿式启动离合器区域(在起步·减速停车时使用的车速小于或等于VSP1的低车速区域，VSP1例如是10km/h)中，综合控制器50进行在使第2离合器6滑动的同时起步、以及在使第2离合器6滑动的同时停止的湿式启动离合器控制。
具体而言，在CVT7的选档位置从N、P等非行驶位置切换为D、R等行驶位置而车辆100起步的情况下，综合控制器50使供给至第2离合器6的液压逐渐增大，使第2离合器6在滑动的同时逐渐接合。而且，如果车速到达VSP1，则综合控制器50使第2离合器6完全接合，结束湿式启动离合器控制。
此外，在CVT7的选档位置是行驶位置而车辆100行驶，车辆100减速而车速下降至VSP1为止的情况下，综合控制器50使供给至第2离合器6的液压逐渐下降，使第2离合器6在滑动的同时逐渐断开。而且，如果车辆100停车，则综合控制器50使第2离合器6完全断开，结束湿式启动离合器控制。
另外，在湿式启动离合器控制过程中，综合控制器50对发动机1以及MG3进行控制，以使得第2离合器6的转速差成为作为目标的转速差。
另外，在车辆100中，在供给至第2离合器6的液压不足而产生第2离合器6的接合不良(MIN压故障)的情况下，作为其基础的工作液压有可能降低，如果工作液压降低，则有可能在CVT7中产生传动带打滑。因此，在产生第2离合器6的接合不良的情况下，需要紧急对该情况进行判定，并进行发动机1以及MG3的扭矩下降等适当的控制。
然而，如上所述，在湿式启动离合器控制过程中，第2离合器6成为滑动状态，因此在湿式启动离合器控制过程中，与第2离合器6是否产生接合不良无关地，在第2离合器6中产生转速差，难以仅基于转速差进行在第2离合器中是否产生接合不良的判定。
因此，在车辆100中，通过下面所说明的故障判定处理而进行在第2离合器6中是否产生接合不良的判定。
图3是表示综合控制器50所进行的第2离合器6的故障判定处理的内容的流程图。
对此进行说明，首先，在S1中，综合控制器50判断故障判定条件是否成立。故障判定条件在下述情况下判断为成立，即，CVT7的选档位置处于D、R等行驶用位置，加速器开度大于0，不是运转模式切换过程中，不是选档位置改变过程中，并且检测不到传感器等的故障。在故障判定条件成立的情况下，处理进入S2，如果不是该种情况，则处理结束。
在S2中，综合控制器50读入加速器开度APO、车速VSP、发动机1的转速Ne、MG3的转速Nm、CVT7的输入转速Nin。加速器开度APO、车速VSP、发动机1的转速Ne、以及CVT7的输入转速Nin是利用传感器检测出的值，MG3的转速Nm是根据MG3的控制信号运算出的值。
在S3中，综合控制器50对发动机1的实际扭矩Te以及MG3的实际扭矩Tm进行运算。发动机1的实际扭矩Te可以通过基于加速器开度APO以及发动机1的转速Ne并参照发动机1的扭矩对应图而进行运算。MG3的实际扭矩可以基于MG3的电负载(电流值)进行运算。
在S4中，综合控制器50对第2离合器6的目标扭矩容量Tc进行运算。目标扭矩容量Tc是传递基于加速器开度APO以及车速VSP而运算出的要求驱动力所必需的第2离合器6的扭矩容量，能够基于要求驱动力而进行运算。
在S5中，综合控制器50判断能否利用MG3的再生而抑制第2离合器6接合不良时的发动机1的高速空转。能否抑制发动机1的高速空转依赖于发动机1的实际扭矩以及MG3的再生能力，在加速器开度APO小于规定开度APOth的情况下，或者在电池10的SOC小于规定的规定值SOCth的情况下，判断为能够利用MG3的再生而抑制发动机1的高速空转。
在判断为能够利用MG3的再生而抑制发动机1的高速空转的情况下，处理进入S6，在判断为不能抑制的情况下处理进入S10。
在S6中，综合控制器50对第2离合器6的目标扭矩容量Tc与发动机1的实际扭矩Te以及MG3的实际扭矩Tm的和(＝CVT7的实际输入扭矩)之间的偏差的绝对值(下面，称为“扭矩偏差”)进行运算，并判断其是否大于第1故障判定值δ1。
在第2离合器6中产生接合不良的情况下，为了使第2离合器6的转速差不大于作为目标的转速差，进行利用MG3进行的再生，MG3的扭矩变为负值，因此从发动机1以及MG3输入至第2离合器6的扭矩变小，扭矩偏差变大。
因此，在扭矩偏差大于第1故障判定值δ1的情况下，综合控制器50判断为有可能在第2离合器6中产生接合不良，处理进入S7。如果不是该种情况，则处理进入S14。
在S7中，综合控制器50将故障判定标志设定为1，并且将故障判定定时器累加。故障判定定时器是用于对扭矩偏差大于第1故障判定值δ1的时间进行测量的定时器。
在S8中，综合控制器50判断故障判定定时器的值是否大于故障判定阈值TFAIL。在故障判定定时器的值大于故障判定阈值TFAIL的情况下，处理进入S9，综合控制器50判定为在第2离合器6中产生接合不良。在故障判定定时器的值不大于故障判定阈值TFAIL的情况下处理结束。
在扭矩偏差大于第1故障判定值δ1的情况下，不立即判断为在第2离合器6中产生接合不良，这是由于，在与选档位置变为行驶用位置而综合控制器50识别为行驶用位置无关地，由于液压控制阀单元71的动作延迟而第2离合器6处于未接合的状态(近似D状态)的情况下，扭矩偏差也暂时地大于第1故障判定值δ1，因此区别为如上所述的近似D状态和第2离合器6的接合不良。
另一方面，在S5中判断为不能利用MG3的再生抑制发动机1的高速空转而进入的S10中，综合控制器50基于MG3的转速Nm和CVT7的输入转速Nin，对第2离合器6的转速差进行运算，并判断其是否大于第2故障判定值δ2。
在第2离合器6中产生接合不良的情况下，如上所述，为了使第2离合器6的转速差不大于作为目标的转速差，进行利用MG3进行的再生。然而，在加速器开度APO较大而不能利用MG3的再生抑制发动机1的高速空转的情况下，或者在由于电池10的SOC较高而不能充分进行利用MG3进行的再生，从而不能利用MG3的再生抑制发动机1的高速空转的情况下，会产生发动机1的高速空转，难以利用上述扭矩偏差进行对第2离合器6的接合不良的判定。
因此，在如上所述的情况下，在基于第2离合器6的转速差对第2离合器6中的接合不良进行判定，且转速差大于第2故障判定值δ2的情况下，有可能在第2离合器6中产生接合不良，处理进入S11，如果不是该种情况则处理进入S14。
S11～S13的处理与S7～S9的处理相同，故障判定标志被设定为1，且故障判定定时器被累加。而且，在故障判定定时器的值大于故障判定阈值TFAIL的情况下，判定为在第2离合器6中产生接合不良。
另一方面，在S6中判断为扭矩偏差小于第1故障判定值δ1的情况下，以及在S10中判断为转速差小于第2故障判定值δ2的情况下，处理进入S14，综合控制器50将故障判定标志设定为0。
在S15中，综合控制器50判断复原判定条件是否成立。复原判定条件在下面2个条件的任意一项成立的情况下被判断为成立。
·扭矩偏差＜第1复原判定值Δ1，并且转速差＜第2复原判定值Δ2
·加速器开度APO＞0，并且转速差≈0
在判断为复原判定条件成立的情况下，处理进入S16，复原判定定时器被累加。
在S17中，综合控制器50判断复原判定定时器是否大于复原判定阈值TSAFE。在判断为复原判定定时器大于复原判定阈值TSAFE的情况下，处理进入S18，综合控制器50对故障判定定时器以及复原判定定时器进行重置，判定为第2离合器6正常。
图4表示在加速器踏板被踏入而车辆起步时，进行第2离合器6的故障判定的情况。在该例中，加速器踏板被踏入2次，在第1次踏入时，产生液压没有供给至第2离合器6的问题。
因此，在时刻t11～t12，为了抑制转速差的上升而利用MG3进行再生，MG3的扭矩成为负值，从而扭矩偏差(第2离合器6的目标扭矩容量Tc与发动机1的实际扭矩Te以及MG3的实际扭矩Tm的和之间的偏差)变大，故障判定标志成为1。
在此期间，进行故障判定定时器的累加，但在该例中，在故障判定定时器的值达到故障判定阈值TFAIL之前，扭矩偏差变小而故障判定标志变为0，因此，不会作出在第2离合器6中产生接合不良这样的判定。
在第2次踏入中，液压正常供给至第2离合器6，正常进行湿式启动离合器控制。
在湿式启动离合器控制过程中，不利用MG3进行再生，因此，扭矩偏差小于第1复原判定值Δ1，此外，随着湿式启动离合器控制的进行，第2离合器6的转速差变小，在时刻t13变为小于第2复原判定值Δ2。
而且，如果该状态持续规定时间(复原判定定时器达到复原判定阈值TSAFE为止的时间)，则故障判定定时器以及复原判定定时器被重置(时刻t14)。
此外，图5表示在加速器踏板被较大程度踏入而车辆起步时，进行第2离合器6的故障判定的情况。在该例中，加速器踏板被踏入2次，在第1次踏入时，产生液压没有供给至第2离合器6的问题。
在时刻t21～t22中，第2离合器6的转速差变大，故障判定标志变为1。而且，在该期间，进行故障判定定时器的累加，但在该例中在故障判定定时器的值达到故障判定阈值TFAIL之前，扭矩偏差变小而故障判定标志变为0，因此没有作出在第2离合器6中产生接合不良这样的判定。
在第2次踏入中，液压正常供给至第2离合器6，正常进行湿式启动离合器控制。
在湿式启动离合器控制过程中，不进行利用MG3进行的再生，因此，扭矩偏差小于第1复原判定值Δ1，此外，随着湿式启动离合器控制的进行，第2离合器6的转速差变小，在时刻t23变为小于第2复原判定值Δ2。
而且，如果该状态持续规定时间(复原判定定时器达到复原判定阈值TSAFE为止的时间)，则故障判定定时器以及复原判定定时器被重置(时刻t24)。
因此，根据上述故障判定处理，即使选档位置从非行驶位置被操作为行驶位置，在进行湿式启动离合器控制的期间，也能够基于扭矩偏差对第2离合器6的接合不良进行判定。由此，能够尽快对第2离合器6的接合不良进行判定，能够开始发动机1以及MG3的扭矩下降等适当的控制。
此外，由于加速器踏板的踏入量较大、发动机1的高速空转的程度较大，电池10的SOC较高而无法利用MG3进行充分的再生等，无法利用MG3的再生抑制由第2离合器6的接合不良产生的发动机1的高速空转，在上述情况下，基于第2离合器6的转速差对第2离合器6的接合不良进行判定。由此，即使在发生发动机1的高速空转，利用上述扭矩偏差进行的对第2离合器6的接合不良的判定变难的情况下，也能够对第2离合器6的接合不良进行判定。
此外，在对第2离合器6的接合不良进行判定时所参照的条件成立的时间的累积值变为规定值的情况下，判定为在第2离合器6中产生接合不良，从而能够使故障判定的精度提高。特别是，能够防止将如近似D那样第2离合器6暂时未接合的情况误判定为第2离合器6的接合不良。
此外，在如下述情况所示能够判断为第2离合器6正常的状况下，对累积值进行重置，其中，该情况为加速器踏板被踏入，并且第2离合器6的转速差大致为0，或者在湿式启动离合器控制过程中，扭矩偏差小于第1复原判定值Δ1，并且第2离合器6的转速差小于第2复原判定值Δ2。
由此，即使在第2离合器6暂时接合不良的情况下，在之后进行了复原的情况下，也能够判定为第2离合器6正常，能够防止发动机1以及MG3的扭矩下降等不必要地进行。
上面，对本发明的实施方式进行了说明，但上述实施方式仅示出了本发明的应用例的一部分，不能将本发明的技术范围限定于上述实施方式的具体结构。
例如，在上述实施方式中，车辆100具有CVT7作为变速器，但也可以取代CVT7，而具有其他方式的变速器(步进式AT、环形CVT、2踏板MT等)。
本申请基于2013年6月3日向日本特许厅申请的特愿2013-116835号主张优先权，该申请的全部内容作为参照引入本说明书中。

Claims (6)

1.一种故障判定装置，其是混合动力车辆的故障判定装置，该混合动力车辆具有：串联配置的发动机以及电动机、在所述电动机和驱动轮之间配置的离合器、以及对供给至所述离合器的液压进行调压的调压机构，该混合动力车辆进行湿式启动离合器控制，该湿式启动离合器控制至少在起步时将供给至所述离合器的液压利用所述调压机构调压为使所述离合器滑动的液压，
该故障判定装置具有：
目标扭矩容量运算单元，其基于加速器开度运算要求驱动力，并将利用所述离合器传递该要求驱动力所必需的所述离合器的扭矩容量作为目标扭矩容量而进行运算；
实际扭矩运算单元，其对所述发动机的实际扭矩以及所述电动机的实际扭矩进行运算；
扭矩偏差运算单元，其对所述目标扭矩容量与所述发动机的实际扭矩以及所述电动机的实际扭矩的和之间的偏差即扭矩偏差进行运算；以及
故障判定单元，其在所述湿式启动离合器控制过程中，所述扭矩偏差大于第1故障判定值的情况下，判定为在所述离合器中产生接合不良。
2.根据权利要求1所述的故障判定装置，其中，
所述故障判定单元，在利用所述电动机的再生不能抑制所述离合器的接合不良发生时的所述发动机的高转速高速空转的情况下，在所述湿式启动离合器控制过程中所述离合器的转速差大于第2故障判定值的情况下，判定为在所述离合器中产生接合不良。
3.根据权利要求1或2所述的故障判定装置，其中，
所述故障判定单元，对在判定所述离合器的接合不良时所参照的条件成立的时间进行累积，并在该累积值成为规定值的情况下判定为在所述离合器中产生接合不良。
4.根据权利要求3所述的故障判定装置，其中，
所述故障判定单元在加速器踏板被踏入，并且所述离合器的转速差大致为零的情况下，对所述累积值进行重置。
5.根据权利要求3或4所述的故障判定装置，其中，
所述故障判定单元在所述湿式启动离合器控制过程中，所述扭矩偏差小于第1复原判定值，并且所述离合器的转速差小于第2复原判定值的情况下，对所述累积值进行重置。
6.一种故障判定方法，其是混合动力车辆中的故障判定方法，该混合动力车辆具有：串联配置的发动机以及电动机、在所述电动机和驱动轮之间配置的离合器、以及对供给至所述离合器的液压进行调压的调压机构，该混合动力车辆进行湿式启动离合器控制，该湿式启动离合器控制至少在起步时将供给至所述离合器的液压利用所述调压机构调压为使所述离合器滑动的液压，
该故障判定方法包含：
目标扭矩容量运算步骤，在该步骤中，基于加速器开度运算要求驱动力，并将利用所述离合器传递该要求驱动力所必需的所述离合器的扭矩容量作为目标扭矩容量而进行运算；
实际扭矩运算步骤，在该步骤中，对所述发动机的实际扭矩以及所述电动机的实际扭矩进行运算；
扭矩偏差运算步骤，在该步骤中，对所述目标扭矩容量与所述发动机的实际扭矩以及所述电动机的实际扭矩的和之间的偏差即扭矩偏差进行运算；以及
故障判定步骤，在该步骤中，在所述湿式启动离合器控制过程中，所述扭矩偏差大于第1故障判定值的情况下，判定为在所述离合器中产生接合不良。
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CN108749552A (zh) * 2018-05-14 2018-11-06 浙江吉利控股集团有限公司 汽车混合动力变速器
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CN108248598B (zh) * 2018-01-08 2019-08-27 武汉理工大学 一种轮毂电机驱动混合动力汽车失效控制系统及方法
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CN112432787B (zh) * 2019-08-26 2023-10-27 上海汽车集团股份有限公司 单向离合器有效性确定方法及装置
CN114771264A (zh) * 2022-05-27 2022-07-22 中国第一汽车股份有限公司 一种电驱动系统及其控制方法、控制装置

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