JP2000230442A - Power transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent unexpected blow-out of an internal combustion engine or a motor and, while providing an output of the start of a blow-out prevention control. SOLUTION: A power transmission system, which employs a mechanical oil pump driven by an engine and a motor-driven oil pump to obtain hydraulic pressure required by a transmission and other parts, secures hydraulic pressure normally from the motor-driven oil pump while the engine remains stationary. If a cumulative load TA of the motor-driven oil pump is more than a durable load value TAr, the motor-driven oil pump is evaluated as being deteriorated due to secular usage (S102). If it is determined that there is an engine blow-out even with the cumulative load TA smaller than TAr, setting a '1' in a flag F1, the motor-driven oil pump is evaluated as developing a malfunction (S104). Then control is provided to keep running the engine until the power transmission system stops operating (S108). This drives the mechanical oil pump, thus obtaining required hydraulic pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device, and more particularly, to a power transmission device for transmitting power output from an internal combustion engine and an electric motor to a drive shaft via hydraulically operated engaging means.

[0002]

2. Description of the Related Art Conventionally, as this type of power transmission device,
A power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor, wherein the power transmission device is driven by operating the internal combustion engine as a pump that provides hydraulic pressure for driving a hydraulically driven clutch that changes a transmission gear position. There has been proposed a device including a first oil pump and a second oil pump driven by receiving power supply from a secondary battery (for example, Japanese Patent Application Laid-Open No. 6-38303). This power transmission device secures hydraulic pressure by a first oil pump when the internal combustion engine is operating, and secures hydraulic pressure by the second oil pump when the internal combustion engine is not operating.

[0003]

However, such a power transmission device has a problem that the internal combustion engine blows up when the internal combustion engine is started. When the internal combustion engine is not operating, the hydraulic pressure is secured by the electric second oil pump. However, there is a case where sufficient hydraulic pressure cannot be secured due to deterioration or failure due to aging of the second oil pump. In this case, the clutch for changing the gear position of the transmission and interrupting the power is not sufficiently engaged, and when the internal combustion engine is started, the engagement of the clutch is insufficient and the internal combustion engine unexpectedly rotates at a high speed. May occur.

[0004] An object of the power transmission device of the present invention is to prevent unexpected blowing of the internal combustion engine when the internal combustion engine is started. It is another object of the power transmission device of the present invention to output, as one piece of information, the start of control for preventing unexpected blowing of an internal combustion engine.

[0005]

Means for Solving the Problems and Functions and Effects The power transmission device of the present invention employs the following means in order to achieve at least a part of the above object.

[0006] A first power transmission device of the present invention is a power transmission device for transmitting power from an internal combustion engine to a drive shaft via an engagement means operated by hydraulic pressure, and comprises a power storage means; An electric hydraulic pressure generating means which operates by the supplied electric power to generate the hydraulic pressure, a mechanical hydraulic pressure generating means driven by the internal combustion engine to generate the hydraulic pressure, and the electric hydraulic pressure generating means when the internal combustion engine is operating. Stopping the driving of the hydraulic pressure generating means, and controlling the electric hydraulic pressure generating means to drive the electric hydraulic pressure generating means when the internal combustion engine is not operating, and stopping the operation of the internal combustion engine when predetermined conditions are satisfied. First drive control means for controlling the internal combustion engine to resume operation of the internal combustion engine when the predetermined condition is no longer satisfied, and state detection for detecting a state of the electric hydraulic pressure generation means When the stage, is the detected state of the deteriorated state, prohibits control by the first drive control means,
At least a second drive control means for controlling the internal combustion engine to continuously operate the internal combustion engine is provided.

In the first power transmission device of the present invention, the electric hydraulic pressure control means stops driving the electric hydraulic pressure generation means when the internal combustion engine is operating, and the electric hydraulic pressure generation means when the internal combustion engine is not operating. By driving the hydraulic pressure generating means, the hydraulic pressure is generated by either the electric hydraulic pressure generating means or the mechanical hydraulic pressure generating means. The first drive control means includes:
Stop operation of the internal combustion engine when a predetermined condition is satisfied,
When the predetermined condition is not satisfied, the internal combustion engine is controlled so that the operation of the internal combustion engine is restarted. The second drive control means prohibits the control by the first drive control means when the state detected by the state detection means is a deteriorated state,
The internal combustion engine is controlled so that at least the internal combustion engine is continuously operated. Here, the term “engaging means” includes not only a torque converter and a stepped transmission but also a stepless transmission.

The control by the second drive control means causes the electric hydraulic pressure generating means to be in a deteriorated state, and the internal combustion engine is continuously operated even when the hydraulic pressure is not sufficiently generated by the electric hydraulic pressure generating means. As a result, the mechanical hydraulic pressure generating means is driven, so that sufficient hydraulic pressure can be generated. As a result, it is possible to prevent unexpected blowing of the internal combustion engine or the electric motor when the internal combustion engine is started or when the drive shaft is driven by the electric motor.

[0009] In the first power transmission device of the present invention, the degraded state may be a state in which the cumulative driving time of the electric hydraulic pressure generating means is longer than a predetermined time. In this case, the electric hydraulic pressure generating means can be prevented from being driven for a predetermined time as the cumulative drive time.

[0010] In the first power transmission device of the present invention, the electric hydraulic pressure generating means is a pump, and the degraded state is a state in which the cumulative rotational speed of the pump is equal to or higher than a predetermined rotational speed. You can also. In this case, the pump as the electric hydraulic pressure generating means can be prevented from being driven at a cumulative rotational speed equal to or higher than a predetermined rotational speed. Further, in the first power transmission device of the present invention, the electric hydraulic pressure generating means is a pump, and in the deteriorated state, a product of a cumulative driving time of the pump and a cumulative rotation speed of the pump is equal to or more than a predetermined value. It can also be a state. With this configuration, it is possible to prevent the electric hydraulic pressure generating means from being driven by a product of the cumulative drive time and the cumulative rotation speed that is equal to or more than the predetermined value.

[0011] A second power transmission device of the present invention is a power transmission device for transmitting power from an internal combustion engine to a drive shaft via an engagement means operated by hydraulic pressure. An electric hydraulic pressure generating means which operates by the supplied electric power to generate the hydraulic pressure, a mechanical hydraulic pressure generating means driven by the internal combustion engine to generate the hydraulic pressure, and the electric hydraulic pressure generating means when the internal combustion engine is operating. Stopping the driving of the hydraulic pressure generating means, and controlling the electric hydraulic pressure generating means to drive the electric hydraulic pressure generating means when the internal combustion engine is not operating, and stopping the operation of the internal combustion engine when predetermined conditions are satisfied. A first drive control means for controlling the internal combustion engine to restart the operation of the internal combustion engine when the predetermined condition is no longer satisfied, and a start-up state for detecting a start-up state of the internal combustion engine Output means and, when the detected state is a predetermined state, a second drive control for inhibiting the control by the first drive control means and controlling the internal combustion engine so as to continuously operate at least the internal combustion engine And a means.

[0012] In the second power transmission device of the present invention, the electric hydraulic pressure control means stops driving the electric hydraulic pressure generating means when the internal combustion engine is operating, and the electric hydraulic control means when the internal combustion engine is not operating. By driving the hydraulic pressure generating means, the hydraulic pressure is generated by either the electric hydraulic pressure generating means or the mechanical hydraulic pressure generating means. The first drive control means includes:
Stop operation of the internal combustion engine when a predetermined condition is satisfied,
When the predetermined condition is not satisfied, the internal combustion engine is controlled so that the operation of the internal combustion engine is restarted. The second drive control means prohibits the control by the first drive control means when the start state of the internal combustion engine detected by the start state detection means is a predetermined state, and continues at least the internal combustion engine. Control the internal combustion engine to run. Here, "engaging means" is synonymous with "engaging means" in the first power transmission device of the present invention.

By the control by the second drive control means, it is possible to generate the hydraulic pressure even if the state at the time of starting the internal combustion engine becomes a predetermined state. Assuming that a state where the internal combustion engine unexpectedly blows at the time of starting is a predetermined state, this state may be caused by insufficient generation of hydraulic pressure by the electric hydraulic pressure generation means, and the internal combustion engine is continuously operated. As a result, the mechanical hydraulic pressure generating means is driven, so that sufficient hydraulic pressure can be generated. As a result,
It is possible to prevent unexpected blowing of the internal combustion engine or the electric motor when the internal combustion engine is started or when the drive shaft is driven by the electric motor.

In the second power transmission device of the present invention, the starting state detecting means is means for detecting the number of revolutions of the internal combustion engine at the time of starting, and the predetermined state is determined by the starting state detecting means. The detected degree of increase in the number of revolutions may be a state in which the degree of increase is equal to or greater than a predetermined increase. This is because the state of blowing of the internal combustion engine can be determined based on the degree of increase in the rotation speed of the internal combustion engine.

[0015] In the second power transmission device of the present invention, the second drive control means may include a hydraulic pressure generated by the electric hydraulic pressure generation means when the state detected by the starting state detection means is the predetermined state. The first drive control when the state detected by the starting state detecting means is the predetermined state in spite of the control for increasing the oil pressure. It is also possible to provide a post-boost control means for controlling the internal combustion engine and the electric motor so that the control by the means is prohibited and the internal combustion engine is continuously operated at least. In this case, it can be determined whether or not the condition of the electric hydraulic pressure generating means is simply poor at that time.

In the first or second power transmission device of the present invention, when the control by the second drive control means is started, a warning means for warning the start of the control may be provided. In this case, it is possible to quickly know the deterioration or trouble due to the use of the electric hydraulic pressure generating means over time.

[0017]

Next, embodiments of the present invention will be described based on examples. FIG. 1 is a configuration diagram schematically showing a schematic configuration when a power transmission device 20 according to one embodiment of the present invention is mounted on a vehicle. As shown in the drawing, the power transmission device 20 of the embodiment controls a torque converter 50 that amplifies torque by the action of fluid, a transmission 60 that reduces or increases the number of revolutions at a predetermined speed ratio, and the entire device. A hybrid electronic control unit (hereinafter referred to as HVECU) 80.

The engine 30 is an internal combustion engine that outputs power using gasoline as fuel, and its operation is controlled by an engine electronic control unit (hereinafter referred to as EG ECU) 38. Engine 30 by EGECU 38
Is controlled by controlling the opening of a throttle valve (not shown) and controlling the opening time of a fuel injection valve (not shown), but details thereof are omitted.

The motor 40 is configured as a synchronous motor generator, and has a rotor 4 having a plurality of permanent magnets 43 on the outer peripheral surface.
2 and a stator 44 around which a three-phase coil 45 forming a rotating magnetic field is wound. The operation of the motor 40 is controlled by a motor electronic control unit (hereinafter referred to as MGECU) 46 including an inverter circuit (not shown). The operation control of the motor 40 by the MGECU 46 is performed by sequentially controlling the ratio of the ON time of each transistor of the inverter circuit connected to the battery 48 by controlling the three-phase coil 4.
5 is performed by controlling the current flowing through each coil. In the embodiment, since the motor 40 is a synchronous motor generator, the battery 48 can be charged by operating the motor 40 as a generator during braking or driving by the engine 30. This motor 4
Control for operating 0 as a generator is also performed by the MGECU 46.

In the present hybrid vehicle, as shown in an explanatory diagram exemplifying the driving force source traveling region in FIG. 2, when the charged state of the battery 48 is good and the load required for the bath is small, the engine 30 In a state where the operation is stopped, the vehicle is driven by the power of the motor 40 (the area indicated by “motor” in FIG. 2). At this time, the engine 30 is driven by the motor 40 without fuel supply and ignition. When the state of charge of battery 48 is good and the required load on the vehicle is large, engine 30 is driven and the vehicle is driven by the power of engine 30 (the area indicated by "engine" in FIG. 2). When the state of charge of the battery 48 is good and the vehicle decelerates, the motor 40 is operated as a generator to perform regenerative braking for charging the battery 48 with the generated power. When the vehicle is stopped, if the state of charge of the battery 48 is good, the operation of the engine 30 is stopped (fuel supply and ignition stop), but the state of charge continues while power consumption from the battery 48 continues. When it decreases, the engine 30 is driven by the motor 40, fuel supply and ignition are started, and the operation of the engine is restarted. If the state of charge of the battery 48 decreases even when the vehicle is driven by the motor 40 at a low speed, fuel supply and ignition are similarly restarted, and the operation of the engine 30 is restarted.

The torque converter 50 is a well-known fluid type torque converter that amplifies torque by the action of circulating oil and transmits the amplified torque to the rear.
, A turbine liner 54 connected to the transmission 60, and a stator 58 connected to a fixed portion via a one-way clutch 56. The shaft of the pump impeller 52 extends, and a mechanical oil pump 70 is mounted here. A detailed description of the mechanical oil pump 70 will be described later.

The input shaft of the transmission 60 is connected to the output shaft of the torque converter 50, and the rotational speed is reduced or increased at a predetermined speed ratio. Further, an output shaft of the transmission 60 is connected to a drive shaft 66, and the drive shaft 66 is connected to drive wheels 68 and 69 via a differential gear 67. The transmission 60 of the present embodiment is configured as having five forward speeds and one reverse speed. Specifically, the transmission 60
The vehicle includes a planetary gear mechanism 62 including a plurality of planetary gears, a clutch and a brake, and clutches C1 and C2 for switching between forward and backward movement of the vehicle and for intermittent power transmission. Here, when the vehicle is moved forward, the clutch C1 is engaged and the clutch C2 is disengaged. Conversely, when the vehicle is moved backward, the clutch C1 is disengaged and the clutch C2 is engaged. In neutral or parking, power transmission is cut off by disengaging both clutches C1 and C2. The detailed description of the planetary gear mechanism 62 will be redundant in the description of the present invention, and a description thereof will be omitted. The clutches and brakes (not shown) and the clutches C1 and C2 of the planetary gear mechanism 62 operate using hydraulic pressure as a power source, and the action of the hydraulic pressure is performed by opening and closing a solenoid valve (not shown). The opening / closing control of the solenoid valve is performed by an automatic transmission electronic control unit (hereinafter referred to as ATECU) 64. The hydraulic pressure is controlled by the mechanical oil pump 70 described above.
Or by driving an electric oil pump 72 driven by electric power supplied from the battery 48.

Although not shown, the mechanical oil pump 70 is a gear oil pump composed of a driven gear and a drive gear. The mechanical oil pump 70
As described above, it is attached to the shaft of the pump impeller 52 and is driven by the rotation of the crankshaft 32 regardless of the presence or absence of rotation of the drive shaft 66. Therefore, when the drive shaft 66 is not rotating, that is, when the vehicle is stopped, the mechanical oil pump 70 is driven if the engine 30 is operating, and the operation of the engine 30 is stopped. Sometimes it has stopped. Of course, the mechanical oil pump 70 is also driven by forcibly rotating the crankshaft 32 by the motor 40, but this drive is not preferable from the viewpoint of energy efficiency.

The electric oil pump 72 has a built-in motor for controlling the number of revolutions as a driving means, and the discharge amount of the electric oil pump 72 can be changed by changing the number of revolutions of the motor. The motor of the electric oil pump 72 is provided with a motor speed sensor 74 for detecting the speed Nm.

An electronic control unit for a hybrid (hereinafter, referred to as an electronic control unit)
The HVECU 80 is a unit that controls the entire power transmission device 20. HVECU 80 is C
A one-chip microprocessor mainly composed of a PU 82, a ROM 84 storing a processing program and a RAM 8 temporarily storing data
6, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EG ECU 38, the MGECU 46, and the ATECU 64. This HVECU
Reference numeral 80 denotes a rotation speed Ne of the engine 30 detected by an engine rotation speed sensor 34 attached to the crankshaft 32 (more precisely, a rotation speed of the crankshaft 32).
The motor rotation speed Nm of the electric oil pump 72 detected by the motor rotation speed sensor 74, the ignition signal IG from the key switch 87, the starter signal ST, and the like are input through the input port. Also, HVE
The drive signal CP from the CU 80 to the electric oil pump 72
And a lighting signal CI to the indicator 88 is output.

Next, the operation of the power transmission device 20 of the embodiment configured as described above, particularly, the operation in the relationship between the mechanical oil pump 70 and the electric oil pump 72 will be described. FIG. 3 shows the HVECU 8 of the power transmission device 20 according to the embodiment.
7 is a flowchart illustrating an example of a drive control routine executed by a CPU 82 included in the CPU 0. This drive control routine is executed at predetermined time intervals (for example, 8 hours) after the starter signal ST is input from the key switch 87 to the HVECU 80.
ms). This routine is executed while the ignition signal IG is being input from the key switch 87 to the HVECU 80, that is, while the vehicle is operating.

When the drive control routine is executed, the CPU
82 first executes a process of reading the cumulative load TA of the electric oil pump 72 (step S100). As the cumulative load TA, the cumulative operating time of the electric oil pump 72, the cumulative number of rotations of the motor of the electric oil pump 72, or a product of the both can be used. In the example,
The cumulative operating time of the electric oil pump 72 was used as the cumulative load TA. The cumulative load TA of the electric oil pump 72 is determined by the motor speed Nm of the electric oil pump 72 detected by the motor speed sensor 74 or HVE.
It can be obtained by calculation based on a drive signal CP output from the CU 80 to the electric oil pump 72 and the like. In the embodiment, the cumulative load TA is calculated from the above-described rotation speed Nm and the drive signal CP by an unillustrated cumulative load calculation processing routine, and is stored at a predetermined address in the RAM 86. Therefore, reading of the cumulative load TA is determined by RA
This is performed by accessing a predetermined address of M86.

Next, the read cumulative load TA is set to a threshold value TA.
r (step S102). The threshold value TAr is introduced from the durability of the electric oil pump 72. For example, when the cumulative load TA is the cumulative operating time, a time considered as a durable time is set.
When A is the cumulative number of revolutions, the number of revolutions considered to be the useful cumulative number of revolutions is set. Of course, when the cumulative load TA is the product of the two, the product of the service time and the service cumulative rotation speed is set.

When the cumulative load TA is smaller than the threshold value TAr, the value of the engine start determination flag F1 is checked (step S104). The engine start determination flag F1 is
It has a value indicating whether or not the engine 30 was started normally when the engine 30 was started last time, and is set by a flag setting routine illustrated in FIG. The description of the flag setting routine of FIG. 4 will be described later. When the engine start determination flag F1 has a value of 0, it means that the engine 30 has been started normally.
When the engine start determination flag F1 has the value 1, it means that the engine 30 was not started normally because sufficient hydraulic pressure could not be secured in the clutch C1 or the clutch C2. This will also be described later.

When the engine start determination flag F1 has the value 0, control as a normal hybrid that outputs power from the engine 30 and the motor 40 is performed (step S106). This normal control includes control for driving the drive shaft 66 only with the power output from the engine 30 and control for driving the drive shaft 66 only with the power output from the motor 40 in accordance with the driving state of the vehicle. , Engine 3
0 and control to drive the drive shaft 66 with the power output from both the motor 40, and drive the drive shaft 66 with the power output from the engine 30 and operate the motor 40 as a generator to charge the battery 48. The control is also included. Note that a detailed description of each of these controls is beyond the scope of the description of the present invention, and a description thereof will be omitted. In addition, the normal control includes control for driving the electric oil pump 72 to secure the hydraulic pressure necessary for engagement of the clutches C1 and C2 when the crankshaft 32 is not rotating at a predetermined rotation speed or more. . Here, the predetermined rotation speed is set as a rotation speed at which a required oil pressure can be secured by the mechanical oil pump 70, and is equal to or slightly lower than an idle rotation speed such as, for example, 600 rpm. When the rotational speed of the crankshaft 32 is equal to or higher than a predetermined value, the required oil pressure is ensured by the mechanical oil pump 70.
The hydraulic pressure can always be ensured regardless of the rotation speed. Further, as the drive control of the electric oil pump 72, the operation of the electric oil pump 72 may be stopped when the engine 30 is operating, and the electric oil pump 72 may be operated when the engine 30 is not operating.

On the other hand, if the cumulative load TA is equal to or greater than the threshold value TAr, or if the engine start determination flag F1 is equal to 1 even when the cumulative load TA is less than the threshold value TAr, whether the electric oil pump 72 has deteriorated due to aging. It is determined that some trouble has occurred in the electric oil pump 72, the normal control in step S106 is not performed, and until the operation of the vehicle is stopped, that is, the ignition signal IG
While the power is being input to the HVECU 80, the engine drive control that does not stop the operation of the engine 30 is executed (step S108), and an indicator that informs the driver of a malfunction of the electric oil pump 72 is turned on (step S110). . Here, the engine drive control may be any control that does not stop the operation of the engine 30 until the ignition signal IG is input to the HVECU 80 to be off and stops the operation of the vehicle.
In addition to the control for driving the drive shaft 66 only by the power output from the motor 30, the power output from the engine 30 and the motor 40
And control for driving the drive shaft 66 with the power output from the controller. The engine drive control also includes control for operating the engine 30 even when the vehicle is stopped. Thus, when the ignition signal IG becomes HV
The reason why the engine 30 is operated until the operation of the vehicle is stopped by being input to the ECU 80 off is that the mechanical oil pump 70 is driven by operating the engine 30. As a result, the ignition signal IG becomes HVE.
Until the CU 80 is turned off and the operation of the vehicle is stopped, the hydraulic pressure required for the clutches C1 and C2 can be secured. It should be noted that the engine drive control may include control for prohibiting the subsequent operation of the electric oil pump 72.

Next, the setting of the engine start determination flag F1 based on the flag setting routine of FIG. 4 will be described. This flag setting routine is executed at predetermined time intervals (for example, 10
(every ms).

When this flag setting routine is executed,
First, the CPU 82 executes a process of reading the rotational speed Ne of the engine 30 detected by the engine rotational speed sensor 34 (Step S120). The engine speed Ne of the engine 30 is determined by the engine speed sensor 34 and the engine 30.
Alternatively, a rotational speed sensor that detects the rotational speed of the crankshaft 32 and that is provided in a distributor (not shown) included in the controller may be used. In this case, the CPU 82
The rotation speed Ne is read by the communication with. Subsequently, the blowing of the engine 30 is determined from the read rotation speed Ne (step S122). The blowing of the engine 30 refers to a state where the rotation speed Ne of the engine 30 becomes an unexpectedly high rotation speed. When the rotation speed Ne is larger than the rotation speed slightly higher than the expected rotation speed, it is determined that the blowing is performed. The degree of increase in the number Ne is calculated, and when this is greater than the expected increase, it can be determined that the air blows.

Now, let us consider an operation mode in which the drive shaft 66 is driven only by the power output from the motor 40 while the operation of the engine 30 is stopped, and a case where the vehicle is stopped in this operation mode. In this state, the shift lever is at the D position or the R position, and either the clutch C1 or the clutch C2 is in the engaged state. Further, the hydraulic pressure required for engaging the clutch C1 and the clutch C2 is ensured by the electric oil pump 72. At this time, when a request to start the engine 30 is made, if either the clutch C1 or the clutch C2 is in the engaged state, the engine 30
And the drive shaft 66 are connected to the torque converter 50 and the transmission 60.
Since the power is transmitted through the engine 30, the blowing of the engine 30 does not occur. However, if the electric oil pump 72 has deteriorated due to aging or a malfunction has occurred in the electric oil pump 72, the hydraulic pressure required for engagement of the clutch C1 or the clutch C2 may not be secured. In this case, as a result of insufficient engagement of the clutch C1 and the clutch C2, blowing of the engine 30 occurs.

If the blow of the engine 30 is not determined, the counter C is determined to be normal so far and the counter C is reset (step S124), and the correction determination flag F2 and the engine start determination flag F1 are set to 0. Then (steps S126 and S138), this routine ends.
Here, the counter C is used to indicate the lapse of time of occurrence of blowing of the engine 30, and the correction determination flag F <b> 2 determines whether or not the rotation speed of the electric oil pump 72 has been corrected. .

When it is determined that the engine 30 is blowing, the value of the correction determination flag F2 is checked (step S12).
8) If the value of the correction determination flag F2 is 0, the counter C is incremented (step S130). Then, the counter C is compared with the threshold value Cref (step S1).
32) When the counter C is equal to or smaller than the threshold value Cref, the correction determination flag F2 and the engine start determination flag F1 are set to a value of 0 (steps S126 and S138), and the routine ends. On the other hand, when the value of the counter C is equal to or greater than the threshold value Cref, the rotation speed is corrected so as to increase the rotation speed of the motor of the electric oil pump 72 (step S).
134), the value 1 is set to the correction determination flag F2 (step S138), and the engine start determination flag F1 is set.
Is set to 0 (step S138), and this routine ends. The reason why the rotational speed of the motor of the electric oil pump 72 is increased is to secure a hydraulic pressure required for engagement of the clutch C1 and the clutch C2. That is, the rotation speed of the motor of the electric oil pump 72 is controlled, and the discharge amount of the electric oil pump 72 increases as the rotation speed of the motor increases.

If the blowing of the engine 30 is stopped when the flag setting routine is executed next time by such an operation, the value 0 is set to the engine start determination flag F1 by the processing of steps S124, S126 and S138. Finally set. However, if the blowing of the engine 30 does not stop even after the rotation speed of the motor of the electric oil pump 72 is corrected, it is determined that the correction determination flag F2 is 1 (step S128), and the engine start determination flag F1 is normal. The value 1 is set as not a proper start (step S140). The value of the engine start determination flag F1 is used in the drive control routine of FIG.

According to the power transmission device 20 of the embodiment described above, the deterioration of the electric oil pump 72 due to aging can be determined by determining the cumulative load TA. In addition, when the deterioration of the electric oil pump 72 is determined, the control is switched to a control in which the operation of the engine 30 is not stopped during the operation of the power transmission device 20, so that the clutch C 1 and the clutch C 2 and the clutch of the planetary gear mechanism 62 are Hydraulic pressure necessary for engagement of the brake and the like can be secured. As a result, blowing of the engine 30 can be prevented. Further, the electric oil pump 72
When the deterioration is determined, the indicator 88 is turned on to notify the driver, so that maintenance such as replacement of the electric oil pump 72 can be performed quickly.

Further, according to the power transmission device 20 of the embodiment, the malfunction of the electric oil pump 72 can be determined based on the blowing at the time of starting the engine 30. In addition, when the malfunction of the electric oil pump 72 is determined, the control is switched to a control in which the operation of the engine 30 is not stopped during the operation of the vehicle, that is, while the ignition signal IG is on.
The hydraulic pressure required for engaging the clutch C2 and the clutch and brake of the planetary gear mechanism 62 can be secured. Furthermore, when the malfunction of the electric oil pump 72 is determined, the indicator 88 is turned on to notify the driver, so that maintenance such as replacement of the electric oil pump 72 can be performed quickly.

In the power transmission device 20 of the embodiment, the normal drive control is performed by using the determination of the deterioration of the electric oil pump 72 due to aging and the determination of the malfunction of the electric oil pump 72 based on the blowing of the engine 30. Although it is determined whether to use the engine drive control, only one of the determinations may be used.

Further, in the power transmission device 20 of the embodiment, the rotation speed of the motor of the electric oil pump 72 is corrected before the value 1 is set to the engine start determination flag F1, but such correction is not performed. The value 1 may be immediately set to the engine start determination flag F1. When a predetermined time has elapsed, the electric oil pump 7
The correction of the rotation speed of the motor 2 is performed, but it is assumed that the rotation speed of the motor is corrected immediately after the determination of the blowing, or the value 1 is set to the engine start determination flag F1 immediately after the determination of the blowing. Is also good. Furthermore, when the number of blows is counted and the number of blows is equal to or more than a predetermined number, the number of rotations of the motor of the electric oil pump 72 may be corrected or the value 1 may be set to the engine start determination flag F1. .

In the power transmission device 20 of the embodiment, the fluid type torque converter 50 and the stepped transmission 60 are provided. Alternatively, the transmission ratio can be continuously changed, and the hydraulic control type is used. A continuously variable transmission (CVT) having a function may be provided. Further, in the power transmission device 20 of the embodiment, the power transmission device 20 is configured to be mounted on a hybrid vehicle that drives the vehicle by the engine 30 and the motor 40.
Without a motor for driving the vehicle, if the vehicle is stopped and a predetermined condition is satisfied, the engine is automatically stopped, and if the predetermined condition is not satisfied, the engine is automatically started and operated. May be configured to have an automatic engine stop device for restarting the engine.

In the power transmission device 20 of the embodiment, the motor 4
Although a synchronous motor was used as 0, the crankshaft 32
Any type of motor can be used as long as it can output power.

In the power transmission device 20 of the embodiment, the power transmission device 20 is mounted on an automobile. However, the power transmission device 20 may be mounted on a vehicle other than an automobile, such as a train, a ship, or an aircraft.

The embodiments of the present invention have been described above. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course.

[Brief description of the drawings]

FIG. 1 is a configuration diagram schematically showing a schematic configuration when a power transmission device 20 according to an embodiment of the present invention is mounted on a vehicle.

FIG. 2 is an explanatory diagram illustrating a driving force source traveling region in the hybrid vehicle according to the embodiment.

FIG. 3 is a flowchart illustrating an example of a drive control routine executed by a CPU 82 of the power transmission device 20 according to the embodiment.

FIG. 4 is a flowchart illustrating an example of a flag setting routine executed by a CPU 82 of the power transmission device 20 according to the embodiment.

[Explanation of symbols]

Reference Signs List 20 power transmission device, 30 engine, 32 crankshaft, 34 engine speed sensor, 38 EGE
CU, 40 motor, 42 rotor, 43 permanent magnet,
44 stator, 45 three-phase coil, 46 MGEC
U, 48 battery, 50 torque converter, 52
Pump impeller, 54 turbine liner, 56 one-way clutch, 58 stator, 60 transmission, 62
Planetary gear mechanism, 64 ATECU, 66 drive shaft, 67
Differential gear, 68, 69 Drive wheels, 70
Mechanical oil pump, 72 Electric oil pump, 74
Motor speed sensor, 80 HVECU, 82 CP
U, 84 ROM, 86 RAM, 87 key switch, 88 indicator, C1, C2 clutch.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) B60K 23/02 B60L 11/14 41/02 F02D 17/00 Q B60L 11/14 29/04 G F02D 17/00 B60K 9 / 00 Z 29/04 (72) Inventor Seiji Nakamura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masaya Amano 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (Reference) 3D036 EB21 EB23 GH23 GH26 GJ20 3D041 AA63 AA80 AB00 AB01 AC01 AC06 AC08 AC15 AC18 AC19 AD00 AD02 AD03 AD12 AD17 AD18 AD31 AE02 AE08 AE09 AE22 AF00 AF09 3G092 AA01 AB02 AC02 BA10 BB10 CB10 CB04 AA06 AA07 AA14 AA16 AA19 BA06 BA21 BA22 BA24 CA01 DA01 DB00 DB01 DB23 EA05 EA12 FA11 FB02 FB05 5H115 PA08 PC06 PG04 PG10 PI16 PI24 PI29 PI30 PO02 PO06 PO17 PU10 PU23 PU25 PV09 PV23 QA10 QE02 SE03 QE04 QE05 SE07 SE09 TE01 TE02 TI02 TO30 TZ07

Claims (9)

[Claims] 1. A power transmission device for transmitting power from an internal combustion engine to a drive shaft via an engagement means operated by hydraulic pressure, comprising: a power storage means; and an electric power supplied from the power storage means. Electric hydraulic pressure generating means for generating hydraulic pressure, mechanical hydraulic pressure generating means driven by the internal combustion engine to generate the hydraulic pressure, and stopping driving of the electric hydraulic pressure generating means when the internal combustion engine is operating. An electric-hydraulic-pressure control unit that drives the electric-hydraulic-pressure generating unit when the internal-combustion engine is not operating, and stops the operation of the internal-combustion engine when a predetermined condition is satisfied, and the predetermined condition is not satisfied. First drive control means for controlling the internal combustion engine so as to restart the operation of the internal combustion engine when the operation has been performed; state detection means for detecting a state of the electric hydraulic pressure generating means; When the deteriorated state, prohibits control by the first drive control means, a power transmission device and a second driving control means for controlling the internal combustion engine so as to operate continuously at least the internal combustion engine. 2. The power transmission device according to claim 1, wherein the degraded state is a state in which the cumulative driving time of the electric hydraulic pressure generating means is equal to or longer than a predetermined time. 3. The power transmission device according to claim 1, wherein the electric hydraulic pressure generating means is a pump, and the degraded state is a state in which the cumulative rotation number of the pump is equal to or higher than a predetermined rotation number. Transmission device. 4. The power transmission device according to claim 1, wherein the electric hydraulic pressure generating means is a pump, and the deterioration state is a product of a cumulative driving time of the pump and a cumulative rotation number of the pump. A power transmission device in a state of being equal to or more than a predetermined value. 5. A power transmission device for transmitting power from an internal combustion engine to a drive shaft via engagement means operated by hydraulic pressure, wherein the power transmission means is operated by electric power supplied from the electric power storage means. Electric hydraulic pressure generating means for generating hydraulic pressure, mechanical hydraulic pressure generating means driven by the internal combustion engine to generate the hydraulic pressure, and stopping driving of the electric hydraulic pressure generating means when the internal combustion engine is operating. An electric-hydraulic-pressure control unit that drives the electric-hydraulic-pressure generating unit when the internal-combustion engine is not operating, and stops the operation of the internal-combustion engine when a predetermined condition is satisfied, and the predetermined condition is not satisfied. First drive control means for controlling the internal combustion engine to resume operation of the internal combustion engine when the internal combustion engine is restarted; starting state detection means for detecting a state of the internal combustion engine at the time of start; When state is a predetermined state, and prohibits the control by the first drive control means, a power transmission device and a second driving control means for controlling the internal combustion engine so as to operate continuously at least the internal combustion engine. 6. The power transmission device according to claim 5, wherein the predetermined state is a state of blowing of the internal combustion engine. 7. The power transmission device according to claim 5, wherein the starting state detecting means is means for detecting a rotation speed of the internal combustion engine at the time of starting, and wherein the predetermined state is at the time of the starting. A power transmission device in a state where the degree of increase in the number of revolutions detected by the state detection means is equal to or greater than a predetermined increase. 8. The power transmission device according to claim 5, wherein the second drive control means is configured to control the electric hydraulic pressure when the state detected by the starting state detection means is the predetermined state. A predetermined state boosting means for controlling the electric hydraulic pressure generating means so as to increase the hydraulic pressure by the generating means; and when the state detected by the starting state detecting means is the predetermined state despite the control for increasing the oil pressure, A power transmission device comprising: a boost control unit that controls the internal combustion engine and the electric motor so as to continuously operate the internal combustion engine at least so that the control by the first drive control unit is prohibited. 9. The power transmission device according to claim 1, further comprising a warning unit that warns the start of the control when the control by the second drive control unit is started.