JP2005319894A - Power output system and automobile mounted with same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the further deterioration of a transmission or a motor state attached to the transmission because a power output system is started while an abnormal condition generates in the transmission. <P>SOLUTION: When starting of the power output system is instructed by operation of a power switch 92 and a brake switch 94, in case that an abnormal condition generated when the power output system started last time, the transmission 60 is temporary operated before starting the system to check operation, and the system is started after confirming a normal condition. When the abnormal condition of the transmission 60 is detected, the system is started by setting a fail safe mode that can travel a vehicle regardless of the abnormal condition. For example, when engagement of either one of brakes B1, B2 becomes impossible, the transmission 60 is drive controlled by using only the normal brake. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output system and a vehicle equipped with the power output system, and more particularly, is connected to an internal combustion engine, and an output shaft and a drive shaft of the internal combustion engine, and at least of power from the internal combustion engine by input and output of electric power and power. Power power input / output means for outputting a part of the power to the drive shaft, an electric motor capable of inputting / outputting power, and transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio A power output system including a drive control device that drives and controls the internal combustion engine, the power power input / output means, the electric motor, and the speed change transmission means so that required power is output to the drive shaft, and an automobile equipped with the power output system About.

Conventionally, in this type of power output system, an engine crankshaft, a rotating shaft of a first motor generator, and a driving shaft are connected to each rotating element of a planetary gear mechanism, and a second is connected to the driving shaft via a transmission. One mounted on a hybrid vehicle to which a rotating shaft of a motor generator is connected has been proposed (see, for example, Patent Document 1). In this system, the power from the second motor generator is changed to power corresponding to the vehicle speed and is output to the drive shaft by switching the gear position of the transmission according to the vehicle speed.
JP 2002-225578 A

  In the power output system described above, the shift speed can be switched by engaging the clutch or brake using the hydraulic pressure from the hydraulic circuit, but there is an abnormality in the components, clutch, brake, etc. that make up the hydraulic circuit. The processing when it occurs is not considered.

  In addition, even if an abnormality occurs in the transmission during system startup, until it is determined that the same abnormality has occurred again in the transmission the next time the system is started in order to prevent erroneous detection of the abnormality. In a power output system of a type that performs drive control of a normal transmission, the state of the transmission and the state of the second motor generator may be further deteriorated by the occurrence of an abnormal state again.

  An object of the power output system of the present invention and a vehicle equipped with the power output system is to cope more appropriately even when an abnormality occurs in the transmission.

  The power output system of the present invention and a vehicle equipped with the power output system employ the following means in order to achieve the above-described object.

The first power output system of the present invention comprises:
An internal combustion engine, power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least a part of the power from the internal combustion engine to the drive shaft by input and output of power and power; An electric motor capable of input / output; transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio; and the internal combustion engine and the internal combustion engine so that required power is output to the drive shaft A power output system comprising a drive control device for drivingly controlling power power input / output means, the electric motor, and the shift transmission means,
When the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to check the operation, and the operation confirmation confirms at least one of the parts constituting the shift transmission means. When the operation failure of the part is confirmed, a drive mode at the time of operation failure that can output power to the drive shaft in spite of the operation failure is set, and the internal combustion engine is operated in the set drive mode at the time of operation failure after starting the system. The gist of the invention is a device capable of driving and controlling the electric power drive input / output means, the electric motor, and the shift transmission means.

  In the first power output system of the present invention, when the activation of the system is instructed, each part of the shift transmission means is temporarily operated to check the operation, and the shift transmission means is configured by checking the operation. When at least part of the operation failure of each part is confirmed, the operation mode at the time of operation failure that can output power to the drive shaft in spite of the operation failure is set, and the internal combustion engine is operated in the operation mode at operation failure set after the system is started. An electric power / power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power; Drive control. Therefore, even when an abnormality occurs in the transmission means, it is possible to cope with it more appropriately. Here, “system activation” includes making the drive shaft drivable by an operator's operation.

  In such a first power output system of the present invention, the shift transmission means includes a hydraulic pressure generating means comprising a mechanical hydraulic pressure generating means driven by the internal combustion engine and an electric hydraulic pressure generating means driven by receiving electric power. And a means for transmitting power between the rotating shaft of the electric motor and the drive shaft using the hydraulic pressure from the hydraulic pressure generating means, and the drive control device normally has a predetermined stop condition established. Is a device that performs stop start control for starting the internal combustion engine when a predetermined start condition is satisfied and the operation check confirms that the electric oil pressure generating means is incapable of generating hydraulic pressure. When this is done, the engine stop prohibiting drive mode may be set to prohibit the stop of the internal combustion engine regardless of the establishment of the predetermined stop condition. In this way, even when a malfunction occurs in the electrical hydraulic pressure generating means, the mechanical hydraulic pressure generating means can be used to more reliably transmit power between the rotating shaft and the drive shaft of the motor in the transmission transmission means. . In the first power output system of the present invention according to this aspect, the drive control device generates a driving force output from the electric motor when an insufficient hydraulic pressure generation state from the electric hydraulic pressure generating means is confirmed by the operation confirmation. The driving force limiting driving mode to be limited may be set. By so doing, it is possible to more reliably prevent over-rotation of the electric motor.

  Further, in the first power output system of the present invention, the shift transmission means has a plurality of engagement means that operate by hydraulic pressure and correspond to a plurality of different shift speeds, and selectively select the plurality of engagement means. Engaging means for switching a gear position to transmit power between the rotating shaft of the electric motor and the drive shaft, and the drive control device is configured to check a part of the plurality of engaging means based on the operation confirmation. The apparatus may be a device that sets a shift limiting drive mode for driving and controlling the shift transmission means using an engagement means that is not in an incapable engagement state when the engagement impossible state is confirmed. In this way, power can be input / output from the electric motor to the drive shaft even when some of the engaging means are abnormal. In the first power output system of the present invention according to this aspect, the drive control device stops driving the electric motor and stops driving the electric motor when all the disengagement states of the plurality of engagement means are confirmed by the operation confirmation. It may be an apparatus for setting an electric motor stop drive mode for driving and controlling the internal combustion engine and the electric power drive input / output means.

  In the first power output system of the present invention, an abnormality detecting means for detecting an abnormality of the shift transmission means while the system is being activated, and when the abnormality is detected by the abnormality detecting means, the abnormality is stored. And when the system is instructed to start the system, the operation is performed when the abnormality detected by the abnormality detection unit during the previous system activation is stored in the storage unit. The system may be activated after the confirmation, and when the abnormality is not stored in the storage means, the apparatus may be activated without performing the operation confirmation. By so doing, it is possible to quickly start up the system at normal times while preventing the occurrence of problems caused by starting up the system in a state where an abnormality has occurred in the transmission means.

  In the first power output system of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third rotating shaft of the internal combustion engine, and any one of the three shafts. 3-axis power input / output means for determining the power input / output to / from the remaining one shaft when the power input / output to / from the shaft is determined, and the generator capable of inputting / outputting power to / from the third rotating shaft And the electric power drive input / output means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. And a counter-rotor motor that outputs power from the internal combustion engine to the drive shaft with electromagnetic input and output of electric power and power.

The second power output system of the present invention includes:
A power output system comprising: an electric motor; shift transmission means for transmitting power between a rotating shaft and a drive shaft of the motor with a changeable gear ratio; and a drive control device for driving and controlling the motor and the transmission transmission means. Because
An abnormality detecting means for detecting an abnormality of the shift transmission means during the activation of the system;
Storage means for storing the abnormality when the abnormality is detected by the abnormality detecting means;
With
When the drive control device is instructed to start the system, when the abnormality detected by the abnormality detection means during the previous system start-up is stored in the storage means, the drive control device temporarily stores the components constituting the shift transmission means. The gist of the invention is that the system is started after a predetermined operation check performed by operating the system and the system is started without the predetermined operation check when the abnormality is not stored in the storage means. To do.

  In the second power output system of the present invention, when the system activation is instructed, if the abnormality of the transmission transmission means detected during the previous system activation is stored, each part constituting the transmission transmission means is temporarily stored. The system is started after a predetermined operation check performed by operating the system, and the system is started without checking the operation when no abnormality of the shift transmission means is stored. Therefore, it is possible to quickly start up the system at normal times while preventing the occurrence of problems caused by starting up the system in a state where an abnormality has occurred in the transmission means.

In the third power output system of the present invention,
A power output system comprising: an electric motor; shift transmission means for transmitting power between a rotating shaft and a drive shaft of the motor with a changeable gear ratio; and a drive control device for driving and controlling the motor and the transmission transmission means. Because
When the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to check the operation, and the operation confirmation confirms at least one of the parts constituting the shift transmission means. When a malfunction of the unit is confirmed, a malfunction mode drive mode capable of outputting power to the drive shaft in spite of the malfunction is set. After the system is started, the motor and the motor are operated in the malfunction mode drive mode thus set. The gist of the invention is that it is a device capable of driving and controlling the speed change transmission means.

  In the third power output system of the present invention, when the activation of the system is instructed, each part of the shift transmission means is temporarily operated to check the operation, and the shift transmission means is configured by checking this operation. When at least a part of the operation failure of each part is confirmed, the operation mode at the time of operation failure that can output power to the drive shaft in spite of the operation failure is set. Drive control is performed on a transmission transmission means for transmitting power between the rotating shaft and the drive shaft of the electric motor. Therefore, even when an abnormality occurs in the transmission means, it is possible to cope with it more appropriately. Here, “system activation” includes making the drive shaft drivable by an operator's operation.

  In such a second or third power output system of the present invention, the shift transmission means has electric hydraulic pressure generating means that is driven by receiving power supply, and uses the hydraulic pressure from the electric hydraulic pressure generating means. A means for transmitting power between the rotating shaft of the electric motor and the drive shaft; and when the operation check confirms that an insufficient hydraulic pressure is generated from the electric hydraulic pressure generating means, It is also possible to set the driving force limiting driving mode for limiting the driving force output from the motor to drive the electric motor.

  In the second or third power output system of the present invention, the shift transmission means includes a plurality of engagement means that are operated by hydraulic pressure and correspond to a plurality of different shift speeds. A means for selectively engaging to switch gears to transmit power between the rotating shaft of the electric motor and the driving shaft; and the drive control device is configured to check the operation of the plurality of engaging means. When a part of the engagement impossible state is confirmed, a shift limiting drive mode for controlling the drive of the transmission transmission unit is set by using an engagement unit that is not in the engagement impossible state, and the electric motor and the transmission transmission unit are driven and controlled. It can also be a device that performs.

The automobile of the present invention is connected to the first power output system of the present invention of each aspect described above, that is, basically the internal combustion engine, and the output shaft and the drive shaft of the internal combustion engine. Power power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft by output; an electric motor capable of inputting / outputting power; and a rotating shaft and a drive shaft of the electric motor with a changeable gear ratio. And a drive control device for driving and controlling the internal combustion engine, the electric power drive input / output unit, the electric motor, and the shift transmission unit so that required power is output to the drive shaft. When the start of the system is instructed, the drive control system temporarily operates each part constituting the shift transmission means to check the operation, and the shift transmission is confirmed by the operation check. hand When a malfunction is confirmed in at least a part of each of the parts constituting the system, a drive mode is set when malfunction occurs so that power can be output to the drive shaft in spite of the malfunction. A power output system which is a device capable of driving and controlling the internal combustion engine, the power power input / output means, the electric motor and the speed change transmission means in a drive mode, or the second power output system of the present invention, that is, basically Includes a motor, shift transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with a changeable gear ratio, and a drive control device for driving and controlling the motor and the transmission transmission means. In the output system, when the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to confirm the operation. When a malfunction in at least a part of each part constituting the shift transmission means is confirmed by confirmation, a malfunction mode drive mode capable of outputting power to the drive shaft in spite of the malfunction is set. A power output system which is a device capable of driving and controlling the electric motor and the shift transmission means in the set operation mode at the time of the malfunction, the third power output system of the present invention, that is, basically the electric motor, A power output system comprising: a shift transmission unit that transmits power between a rotating shaft and a drive shaft of the electric motor with a possible gear ratio; and a drive control device that drives and controls the electric motor and the transmission unit. When the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to confirm the operation. When an operation failure of at least a part of each part constituting the speed change transmission means is confirmed, a drive mode at the time of operation failure capable of outputting power to the drive shaft in spite of the operation failure is set, and is set after the system is started. The gist of the invention is that a power output system, which is a device capable of driving and controlling the electric motor and the shift transmission means in a drive mode at the time of malfunction, is mounted and the drive shaft is connected to an axle for traveling.

  Since the vehicle according to the present invention is equipped with the power output system according to any one of the first to third aspects of the present invention described above, the effects produced by the power output system according to the present invention, for example, an abnormality occurs in the transmission mechanism. The effect that can be dealt with more appropriately even when the system is running, and the effect that the system can be started up quickly in normal times while preventing the occurrence of problems due to the system starting up when there is an abnormality in the transmission mechanism Etc. can be played.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output system as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via the transmission 60, an electronic control unit for hybrid 70 that controls the entire drive system of the vehicle, and a hybrid The electronic control unit 70 and a power supply ECU 90 that manages the activation of the system are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a, and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on / off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter referred to as the Lo gear state), the brake B1 is turned on, the brake B2 is turned off, and the rotation shaft 48 of the motor MG2 is turned off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The brakes B1 and B2 are operated by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As shown in the figure, the hydraulic circuit 100 includes a mechanical pump 102 driven by the rotation of the engine 22, an electric pump 104 incorporating an electric motor (not shown), a three-way solenoid 106, a pressure control valve 108, and a linear solenoid 110. , 111, control valves 112 and 113, and accumulators 114 and 115, and controlling the opening and closing of the pressure control valve 108 by controlling the driving of the three-way solenoid 106 to control the mechanical pump 102 and the electric pump 104. The hydraulic pressure applied to each brake B1 and B2 from the hydraulic line is adjusted by controlling the opening and closing of the control valves 112 and 113 by controlling the linear solenoids 110 and 111, respectively. So that the can section. The hydraulic circuit 90 is provided with a hydraulic sensor (not shown) for confirming the state of hydraulic pressure in the circuit.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, and an EEPROM 78 as a nonvolatile memory, And an input / output port and a communication port (not shown). The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Has been. Further, from the hybrid electronic control unit 70, a drive signal to the electric motor that drives the electric pump 104 of the brakes B1 and B2 of the transmission 60, a drive signal to the three-way solenoid 106, and a drive to the linear solenoids 110 and 111. Signals are output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The power supply ECU 90 is configured as a microprocessor centered on a CPU (not shown), and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The power supply ECU 90 receives a push signal from a power switch 92 disposed on the front panel of the driver's seat and a brake switch signal from a brake switch 94 that detects depression of a brake pedal 85 via an input port. The power supply ECU 90 turns on the power to the low voltage system (not shown) used for supplying power to the system main relay 56 for turning on and off the power line 54 (high voltage system) and the auxiliary machine. An ON / OFF signal to the relay for performing the interruption or the like is output via the output port. The power supply ECU 90 is also connected to the hybrid electronic control unit 70 via a communication port, and exchanges various signals.

  When the brake switching signal from the brake switch 94 is turned on, that is, when the brake switch 85 is depressed, the power supply ECU 90 does not turn on the system main relay 56 when the power switch 92 is pushed and a push signal is inputted. Sometimes, an ON signal is output to the system main relay 56 and an ignition signal (IG signal) and a start signal (ST signal) are output to the hybrid electronic control unit 70 to activate the power output system. The hybrid electronic control unit 70 that has received the ST signal turns on and outputs a ready signal (RDY signal) indicating that the power output system is in an activated state after confirming that the power output system is in an activated state. Further, when the hybrid electronic control unit 70 confirms that the power output system cannot be started based on the ON output of the ST signal, the hybrid electronic control unit 70 maintains the state where the power output system is not started and notifies the power supply ECU 90 of this state. In addition, the OFF output of the ready signal (RDY signal) is maintained. When the power switch 92 is pressed and a push signal is input when the system is stopped, the power supply ECU 90 confirms the P range and then outputs an off signal to the system main relay 56. To go down.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the required power corresponding to this required torque is output to the ring gear shaft 32a so that the remaining capacity SOC of the battery 50 is within a predetermined range and the engine 22 is operated efficiently (the target rotational speed and the target speed). Torque) and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, and operation points of the engine 22 are output to the engine ECU 24 by communication, and the torque commands Tm1 * and Tm2 * are It outputs to ECU40 by communication. The engine ECU 24 that has input the operation point performs intake air amount adjustment control, fuel injection control, and ignition control so that the engine 22 is operated at this operation point, and the motor ECU 40 that has input the torque commands Tm1 * and Tm2 * The switching elements of the inverters 41 and 42 are subjected to switching control so that torques corresponding to the torque commands Tm1 * and Tm2 * are output from the motors MG1 and MG2, respectively. Further, in the hybrid vehicle 20 of the embodiment, when the required power corresponding to the required torque is small and the efficiency of the engine 22 becomes poor, the operation of the engine 22 is stopped and the motor MG2 outputs the power corresponding to the required power. Intermittent operation control for driving and controlling MG2 is performed.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the processing at the time of starting the power output system will be described. FIG. 4 shows an example of a startup processing routine executed by the hybrid electronic control unit 70 that receives the ST signal when the ST signal is turned on from the power supply ECU 90 by the operation of the power switch 92 or the brake switch 94 by the operator. It is a flowchart which shows.

  When the startup process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the state of the transmission 60 when the power output system was previously started from the EEPROM 78 (step S100). It is checked whether there is an abnormality history in 60 (step S110). In the embodiment, the input of the state of the transmission 60 is a value 1 when the value 0 is abnormal when the state is normal according to an abnormality determination routine (not shown) based on the rotational speed Nr of the ring gear shaft 32a and the rotational speed Nm2 of the motor MG2. Is performed by reading what is written at a predetermined address in the EEPROM 78. Here, the determination by the abnormality determination routine is performed, for example, after the time required for switching (for example, about 200 msec to 400 msec) elapses when the gear state of the transmission 60 is switched to the rotational speed Nr of the ring gear shaft 32a. This is performed by determining whether or not the gear state switching process of the transmission 60 has been performed normally by comparing the product obtained by multiplying the gear ratio after the switching by the speed Nm2 of the motor MG2. be able to.

  If it is determined that there is no history of abnormality in the transmission 60, it is determined whether or not the power output system is in a startable state (step S160). This process is, for example, a process of confirming whether the state of the engine 22 is normal via the engine ECU 24 or confirming whether the motors MG1, MG2 and the inverters 41, 42 are normal. Normally, the power output system is normal and can be started, so it is determined that the power output system is normal, a ready signal is output to the power supply ECU 90 (step S170), and this routine is terminated. At this time, an indicator (not shown) is lit to inform the driver that the vehicle is ready to travel. If it is confirmed that the power output system is abnormal and cannot be activated, this routine is terminated without outputting the ready signal ON.

  On the other hand, if it is determined that the transmission 60 has a history of abnormality, the transmission 60 (specifically, the electric pump 104 of the hydraulic circuit 100, the 3-way solenoid 106, the linear solenoids 110, 111, etc.) is temporarily turned on. 4 is performed to confirm the state of the transmission 60 (step S120). When the normality of the transmission 60 is confirmed by this operation confirmation processing (step S130), the power output system is activated. It is confirmed whether or not it can be activated (step S160). After confirming that activation is possible, a ready signal is output to the power supply ECU 90 (step S170), and this routine is terminated. On the other hand, if an abnormality of the transmission 60 is confirmed by the operation confirmation process, it is determined whether or not the vehicle can travel despite the abnormality (step S140). When the fail-safe mode corresponding to the operation confirmation process of FIG. 4 is set (step S150), the processes of the above-described steps S160 and S170 are executed, and this routine is terminated. When it is determined that the vehicle cannot travel. Then, this routine is terminated without outputting the ready signal ON. Since the operation check process of the transmission 60 is performed only when an abnormality occurs in the transmission 60 when it was previously activated in step S110, this operation check process requires a certain amount of time. However, normally, the power output system is quickly started without performing the operation confirmation process. Hereinafter, details of the operation check process of FIG. 5 will be described.

  In the operation confirmation process, first, the state of the electric pump 104 is checked (step S200). Here, the state of the electric pump 104 is checked by, for example, detecting the line oil pressure when the electric pump 104 is driven with the pressure control valve 108 and the control valves 112 and 113 closed, by a hydraulic sensor (not shown). Or by detecting the rotational speed of the electric pump 104 with a rotational speed sensor (not shown). Then, it is determined whether or not the state of the electric pump 104 is normal (step S210). When the electric pump 104 is normal, the process proceeds to the next process. When the electric pump 104 is abnormal, the intermittent operation of the engine 22 is prohibited. After starting the engine 22 in the range, the stop of the engine 22 is prohibited (step S220). The intermittent operation of the engine 22 is prohibited when the engine 22 is stopped when the state of the electric pump 104 is abnormal, the mechanical pump 102 is also stopped along with the stop of the engine 22 and acts on the brakes B1 and B2. This is because the hydraulic pressure to be generated cannot be generated. Further, when the engine 22 is stopped and then restarted, the reaction force generated in the ring gear shaft 32a due to the cranking of the engine 22 cannot be received by the motor MG2. This is because a big shock occurs.

  When the state of the electric pump 104 is checked, the state of the three-way solenoid 106 and the pressure control valve 108 is checked, that is, the line oil pressure switching state is checked (step S230). The line hydraulic pressure switching state is checked, for example, when the electric pump 104 is driven with the control valves 112 and 113 closed and the pressure hydraulic control valve 108 is controlled by driving control of the three-way solenoid 106 to switch the line hydraulic pressure. The change in the hydraulic pressure can be detected by a hydraulic sensor (not shown). Then, it is determined whether or not the line oil pressure switching state is normal (step S240). When the line oil pressure is normal, the process proceeds to the next process, and when it is abnormal, the torque that functions as an upper limit guard for the torque command Tm2 * of the motor MG2 An upper limit is set to limit the torque of motor MG2 (step S250). The torque upper limit value of the motor MG2 is set because the hydraulic pressure applied to the brakes B1 and B2 may not be sufficient when the line hydraulic pressure cannot be switched. In this case, if an excessive driving force is generated from the motor MG2, the brake This is because slippage may occur in B1 and B2 and the brakes B1 and B2 may be heated or the motor MG2 may over-rotate.

  If the line oil pressure switching state is checked, then the state of the brakes B1 and B2 is checked (step S260). For checking the state of the brakes B1 and B2, for example, after driving the electric pump 104, the 3-way solenoid 106, and the linear solenoid 110 to engage the brake B1, a relatively small torque is output from the motor MG2. When the rotational position of the motor MG2 is detected by the rotational position detection sensor 44 and calculated as the rotational speed (slip of the brake B1), it can be input from the motor ECU 40. The same applies to the brake B2. Further, at this time, the hydraulic pressure acting on the brakes B1 and B2 can be detected by a hydraulic sensor (not shown). Then, it is determined whether or not the state of the brakes B1 and B2 is normal (step S270). On the other hand, when the state of the brakes B1 and B2 is abnormal, when the abnormality occurs only in the brake B1, the transmission 60 is controlled using only the brake B2, that is, the gear state of the transmission 60 is changed to the Lo gear state. (Steps S290 and S290), and when the abnormality occurs only in the brake B2, the transmission 60 is controlled using only the brake B1, that is, the gear state of the transmission 60 is fixed to the Hi gear state (step S290). (S290, S300), when an abnormality has occurred in both the brakes B1, B2, it is determined that power cannot be transmitted between the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a, and the driving of the motor MG2 is prohibited (step S290). , S310), and the process ends.

  As described above, it is determined that an abnormality has occurred in the transmission 60 before the power output system is started, and intermittent operation control of the engine 22 is prohibited in step S220, or torque from the motor MG2 is limited in step S250. If the Lo gear or the Hi gear is fixed in steps S290 and S300, or the motor MG2 is inhibited from being driven in step S310, the fail safe mode is set in step S150 of the start processing routine of FIG. 4 and the power output system is started. Therefore, heating of the brakes B1 and B2 of the transmission 60 and over-rotation of the motor MG2 due to normal control being performed in a state where an abnormality has occurred in the transmission 60 is prevented.

  According to the hybrid vehicle 20 of the embodiment described above, when an instruction to start the power output system is given, an abnormality has occurred in the transmission 60 during the previous start of the power output system (the abnormality history is In some cases, prior to startup, the transmission 60 is temporarily operated to check the operation, and then the system is started. Therefore, the power output system is started in a state where the transmission 60 is abnormal. It can prevent more reliably that the state of brake B1, B2 and motor MG2 further deteriorates. In addition, when no abnormality has occurred in the transmission 60 during the previous activation of the power output system (when there is no abnormality history), the power output system is activated without checking the operation of the transmission 60. Therefore, even if a certain amount of time is required for confirming the operation of the transmission 60, the power output system can usually be started quickly.

  Further, according to the hybrid vehicle 20 of the embodiment, when it is confirmed by the operation check that an abnormality has occurred in the transmission 60, the fail-safe mode in which the vehicle can travel regardless of the abnormality of the transmission 60 is set and the power is set. Since the output system is activated, the vehicle can be evacuated even when the transmission 60 is abnormal.

  In the hybrid vehicle 20 of the embodiment, the electric pump 104, the three-way solenoid 106, and the brakes B1 and B2 are checked as the operation confirmation process of the transmission 60. Any one or two of these checks are performed. Or any part used for engaging the brakes B1 and B2 may be checked.

  In the hybrid vehicle 20 of the embodiment, the operation check process of the transmission 60 of FIG. 5 is performed only when an abnormality occurs in the transmission 60 (when there is an abnormality history) while the previous power output system is activated. However, the operation confirmation process of the transmission 60 may be executed regardless of the abnormality history.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 has two gears that can be switched between the Lo gear and the Hi gear, but may have three or more gears. The transmission is not limited to a stage transmission, and may be a continuously variable transmission.

  In the hybrid vehicle 20 of the embodiment, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60. However, the hybrid vehicle 120 of the modified example of FIG. As illustrated, the rotation shaft of the motor MG2 may be connected to the drive shaft connected to the drive wheels 39c and 39d different from the drive wheels 39a and 39b via the transmission 60. In this case, the motor MG3 may be further connected to a drive shaft connected to the drive wheels 39a and 39b.

  The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 7, the drive from which the power from the engine 22 is output to the inner rotor 232 and the drive wheels 39 a and 39 b connected to the crankshaft 26 of the engine 22. An outer rotor 234 connected to the shaft, which transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 39a, 39b via a pair-rotor motor 230 that converts the power into electric power It is good also as what applies to. Further, as exemplified in the hybrid vehicle 320 in the modification of FIG. 8, a transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b may be provided. Good. In this case, the transmission 330 may be a stepped transmission or a continuously variable transmission. In the case of including the transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b, as illustrated in the hybrid vehicle 420 of the modified example of FIG. The power output from the motor MG2 via the transmission 60 may be further shifted by the transmission 330 and transmitted to the drive wheels 39a and 39b. In the example of FIG. 9, a clutch may be used instead of the transmission 60.

  In the hybrid vehicle 20 of the embodiment and the hybrid vehicles 120, 220, 320, and 420 of the modified example, in addition to the motor MG2 that can input and output power to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60. In addition, although the engine 22 that outputs the driving power is provided, the present invention may be applied to a normal electric vehicle that does not include the engine 22. In this case, since the mechanical pump 102 operated by the engine 22 is not provided and the engine 22 cannot be driven, when the electric pump 104 is determined not to be normal in step S210 of the operation confirmation process in FIG. 5 or step S280. When it is determined that both the brakes B1 and B2 are abnormal, it is determined that the vehicle cannot travel.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output system as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. It is a flowchart which shows an example of the starting process routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the operation confirmation process performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

Explanation of symbols

20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28
Damper, 30 Power distribution and integration mechanism, 31 Sun gear, 31a Sun gear shaft, 32 Ring gear, 32a Ring gear shaft, 33 Pinion gear, 34 Carrier, 36 Belt, 37 Gear mechanism, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control Unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 48 Rotating shaft, 50 Battery, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Transmission, 60a Double pinion planet Gear mechanism, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear, 63b second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 hybrid Electronic control unit, 72 CPU, 74 ROM, 76 RAM, 78 EEPROM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor , 88 Vehicle speed sensor, 90 Power supply ECU, 92 Power switch, 94 Brake switch, 100 Hydraulic circuit, 102 Mechanical pump, 104 Electric pump, 106 3-way solenoid, 108 Pressure control valve, 110, 111 Linear solenoid, 112, 113 Control Valve, 114, 115 Accumulator, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, 330 Transmission, MG1, MG2 module Data, B1, B2 brake.

Claims (13)

An internal combustion engine, power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least a part of the power from the internal combustion engine to the drive shaft by input and output of power and power; An electric motor capable of input / output; transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio; and the internal combustion engine and the internal combustion engine so that required power is output to the drive shaft A power output system comprising a power control input / output means, a drive control device for driving and controlling the electric motor and the shift transmission means,
When the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to check the operation, and the operation confirmation confirms at least one of the parts constituting the shift transmission means. When an operation failure of the engine is confirmed, a drive mode at the time of operation failure that can output power to the drive shaft in spite of the operation failure is set, and after the system is started, A power output system which is a device capable of driving and controlling the power power input / output means, the electric motor, and the shift transmission means. The power output system according to claim 1,
The shift transmission means includes a hydraulic pressure generating means including a mechanical hydraulic pressure generating means driven by the internal combustion engine and an electric hydraulic pressure generating means driven by receiving electric power, and uses the hydraulic pressure from the hydraulic pressure generating means. Means for transmitting power between the rotating shaft of the electric motor and the drive shaft,
The drive control device is a device that performs stop start control that normally stops the operation of the internal combustion engine when a predetermined stop condition is satisfied and starts the internal combustion engine when a predetermined start condition is satisfied, A device that sets an engine stop prohibition drive mode that prohibits the stop of the internal combustion engine regardless of the establishment of the predetermined stop condition when it is confirmed by the operation confirmation that the electric oil pressure generating means is incapable of generating a hydraulic pressure. Output system.   The drive control device is a device for setting a drive force limiting drive mode for limiting a drive force output from the electric motor when an insufficient hydraulic pressure generation state from the electric hydraulic pressure generating means is confirmed by the operation confirmation. Item 3. The power output system according to Item 2. A power output system according to any one of claims 1 to 3,
The shift transmission means has a plurality of engaging means that operate by hydraulic pressure and correspond to a plurality of different speed stages, and selectively switch the speed stages by selectively engaging the plurality of engaging means. Means for transmitting power between the rotary shaft and the drive shaft;
The drive control device is configured to control the shift of the shift transmission unit by using the engagement unit that is not in the disengageable state when the disengagement state of a part of the plurality of engagement units is confirmed by the operation confirmation. A power output system that sets the drive mode.   The drive control device stops driving of the electric motor and drives and controls the internal combustion engine and the electric power drive input / output means when all the engagement disabling states of the plurality of engagement means are confirmed by the operation confirmation. The power output system according to claim 4, wherein the power output system is a device for setting an electric motor stop drive mode. A power output system according to any one of claims 1 to 5,
An abnormality detecting means for detecting an abnormality of the shift transmission means during the activation of the system;
Storage means for storing the abnormality when the abnormality is detected by the abnormality detecting means;
With
When the drive control apparatus is instructed to start the system, the storage means starts the system after performing the operation check when the abnormality detected by the abnormality detection means during the previous system startup is stored. A power output system that is a device that activates the system without checking the operation when the abnormality is not stored in the storage means.   The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. 7. A means comprising: a three-axis power input / output means for determining the power input / output to / from the remaining one shaft; and a generator capable of inputting / outputting power to the third rotating shaft. A power output system according to any one of the above.   The power / power input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and generates electric power and power by electromagnetic action. 7. The power output system according to claim 1, wherein the power output system is a counter-rotor motor that outputs power from the internal combustion engine to the drive shaft with input / output. A power output system comprising: an electric motor; shift transmission means for transmitting power between a rotating shaft and a drive shaft of the motor with a changeable gear ratio; and a drive control device for driving and controlling the motor and the transmission transmission means. Because
An abnormality detecting means for detecting an abnormality of the shift transmission means while the system is being activated;
Storage means for storing the abnormality when the abnormality is detected by the abnormality detecting means;
With
When the drive control device is instructed to start the system, when the abnormality detected by the abnormality detection means during the previous system start-up is stored in the storage means, the drive control device temporarily stores the components constituting the shift transmission means. A power output system is a device that starts a system after a predetermined operation check performed by operating the system and starts the system without performing the predetermined operation check when the abnormality is not stored in the storage means. A power output system comprising: an electric motor; shift transmission means for transmitting power between a rotating shaft and a drive shaft of the motor with a changeable gear ratio; and a drive control device for driving and controlling the motor and the transmission transmission means. Because
When the drive control device is instructed to start the system, the drive control device temporarily operates each part constituting the shift transmission means to perform a predetermined operation check, and the operation check confirms the operation of each part constituting the shift transmission means. When at least a part of the malfunction is confirmed, a malfunction mode drive mode capable of outputting power to the drive shaft in spite of the malfunction is set, and the motor is operated in the set malfunction mode drive mode after system startup. And a power transmission system capable of driving and controlling the shift transmission means. The power output system according to claim 9 or 10, wherein
The shift transmission means includes electric hydraulic pressure generating means that is driven by receiving electric power, and uses the hydraulic pressure from the electric hydraulic pressure generating means to transmit power between the rotating shaft of the motor and the drive shaft. Means to do,
The drive control device sets a drive force limiting drive mode for restricting the drive force output from the electric motor when the hydraulic pressure generation insufficient state from the electric hydraulic pressure generating means is confirmed by the operation confirmation, and sets the electric motor. A power output system that controls the drive. A power output system according to any one of claims 9 to 11,
The shift transmission means has a plurality of engaging means that operate by hydraulic pressure and correspond to a plurality of different speed stages, and selectively switch the speed stages by selectively engaging the plurality of engaging means. Means for transmitting power between the rotary shaft and the drive shaft;
The drive control device is configured to control the shift of the shift transmission unit by using the engagement unit that is not in the disengageable state when the disengagement state of a part of the plurality of engagement units is confirmed by the operation confirmation. A power output system, which is a device that controls driving of the electric motor and the shift transmission means by setting a driving mode. An automobile on which the power output system according to any one of claims 1 to 12 is mounted and the drive shaft is connected to an axle.

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