JP2006022844A - Controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle capable of traveling the vehicle without giving a sense of incongruity to a driver even if a trouble occurs in an engagement element. <P>SOLUTION: This controller of the hybrid vehicle comprises a trouble detection means detecting an OFF trouble whereby the engagement element cannot be engaged or an ON trouble whereby the engagement element cannot be disengaged and an alternative mode control means in which the combination of the engagement/disengagement of the engagement element corresponding to alternative modes are set according to the troubled positions of the engagement element. A travel control means is so formed that, when a trouble is detected by the trouble detection means, the engagement/disengagment of the engagement element set by the alternative mode control means in place of a mode control means can be controlled. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to transition control in a traveling mode.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. (For example, refer to Patent Document 1). This hybrid vehicle receives torque input from three power sources of the engine and the first and second motor generators, and outputs torque according to the required driving force. At this time, a plurality of travel modes having different fastening states of the fastening elements are provided, and an optimal travel mode is selected according to the travel state of the vehicle, and mode transition is appropriately performed.
JP 2003-32808 A

  When an ON failure occurs in which one of the multiple fastening elements remains in the engaged state or an OFF failure that remains in the released state occurs, the driver feels uncomfortable as the vehicle driving force increases or decreases or the acceleration changes. There was a problem to do.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can travel without causing the driver to feel uncomfortable even if a failure of the fastening element occurs.

  In order to achieve the above object, according to the present invention, a planetary gear train in which a plurality of power sources including an engine and at least one motor are respectively connected to a rotating element, and a fixed gear ratio provided by fastening at any one of the rotating elements, Selection based on the optimum mode map in which the optimal driving mode is set according to the fastening element that achieves the continuously variable transmission ratio by releasing, the driving point defined by at least the driver's required driving force and vehicle speed, and the optimum mode map Mode control means for setting a combination of fastening / release of the fastening elements corresponding to the travel mode set, and travel control means for controlling fastening / release of the fastening elements set by the mode control means. In a hybrid vehicle control device, detects an OFF failure where the fastening element cannot be fastened or an ON fault where the fastening element cannot be released Failure detection means, and alternative mode control means in which a combination of fastening and fastening of the fastening element corresponding to the alternative mode is set according to the failure location of the fastening element, and the travel control means When a failure is detected by the detection means, the fastening / release of the fastening element set by the alternative mode control means is controlled instead of the mode control means.

  Therefore, even if the fastening element breaks down, it is possible to travel in the alternative mode, and it is possible to travel without causing the driver to feel uncomfortable.

  Hereinafter, the best mode for realizing a mode transition control device for a hybrid vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration of the drive system of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the mode transition control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine E, a first motor generator MG1 (generator), a second motor generator MG2 (motor generator), and an output shaft OUT (output member). And the differential device (first planetary gear PG1, second planetary gear PG2, third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are connected, and the selected traveling mode. Friction engagement elements (low brake LB, high clutch HC, high / low brake HLB) whose engagement / release is controlled by control oil pressure from a hydraulic control device 5 to be described later, engine clutch EC (first clutch), and motor generator clutch MGC (Second clutch) and series clutch SC (third clutch).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 serving as the differential devices are all single-pinion type planetary gears having two degrees of freedom. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and are connected to the second pinion carrier PC2. The third ring gear R3 is directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. It has 6 rotating elements.

The connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the respective engaging elements LB, HC, HLB, EC, SC, MGC for the six rotating elements of the differential device will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC and a first oil pump OP1.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2 via a motor generator clutch MGC. In addition, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).
The first motor generator MG1 is connected via a series clutch SC.

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. Rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) can be introduced. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The low brake LB is a multi-plate friction brake fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the diagram, the "low gear fixed mode" and the "low side continuously variable transmission mode" that share the low gear ratio are realized by fastening.

  The high clutch HC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the nomograph, the “two-speed fixed mode”, the “high-side continuously variable transmission mode”, and the “high gear fixed mode” that share the high-side gear ratio by the engagement are realized.

  The high-low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. As shown in the nomograph, the gear ratio is set to the "low gear fixing mode" on the underdrive side by engaging with the low brake LB, and the "high gear fixing mode" on the overdrive side by engaging with the high clutch HC. And

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The series clutch SC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position where the engine E and the first motor generator MG1 are connected on the alignment chart of FIG. 1 Motor generator MG1 is connected.

  The motor generator clutch MGC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position connecting the first motor generator MG1 and the second ring gear R2 on the collinear diagram of FIG. Release the engagement between MG1 and the second ring gear R2.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, and an accelerator opening. A sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a third ring gear speed sensor 12 are configured. Has been.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 is supplied with hydraulic pressure from at least one of the two oil pumps OP1 and OP2, and based on the hydraulic command from the integrated controller 6, the low brake LB, the high clutch HC, the high / low brake HLB, and the engine Engagement hydraulic control and release hydraulic control of the clutch EC, the series clutch SC, and the motor generator clutch MGC are performed. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

Next, the travel mode of the hybrid vehicle will be described.
The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and an engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”).

Therefore, as shown in FIG. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized.
Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

  In the “Low mode”, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a), the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is engaged, This is a low gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is a low-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “2nd mode”, as shown in the collinear diagram of FIG. 2 (c) and FIG. 3 (c), the low brake LB is engaged, the high clutch HC is engaged, the high / low brake HLB is released, and the series clutch is engaged. This is a two-speed fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (d) and FIG. 3 (d). This is a high-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “High mode”, as shown in the collinear diagram of FIGS. 2 (e) and 3 (e), the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is engaged, and the series clutch is engaged. This is a high gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  Then, the mode transition control of the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with, for example, the “10 travel modes” as shown in FIG. 5 in the three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 5 is an example of a travel mode map represented by a two-dimensional representation of the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  Furthermore, as a result of employing the series clutch SC and the motor generator clutch MGC, in addition to the above “10 driving modes”, as shown in FIG. 6, a series low gear fixing mode (hereinafter referred to as “S -Low mode ") is added. This “S-Low mode” is obtained by engaging the low brake LB and the high / low brake HLB, releasing the engine clutch EC, the high clutch HC and the motor generator clutch MGC, and engaging the series clutch SC.

  That is, the “10 travel modes” are travel modes as a parallel hybrid vehicle, but the “S-Low mode” which is a series low gear fixed mode is a collinear diagram between the engine E and the first motor generator MG1. The battery 4 for generating electric power by driving the first motor generator MG1 by the engine E and receiving and charging the electric power generated by the first motor generator MG1, and the second motor generator MG2 using the charging electric power of the battery 4 To achieve the driving mode as a series type hybrid vehicle. That is, Example 1 is configured as a hybrid vehicle that combines series in parallel.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 6, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between five modes of “EV mode” or mode transition between five modes of “HEV mode” is performed, it is performed according to the ON / OFF operation table shown in FIG.

  Among these mode transition controls, for example, when engine E start / stop and clutch / brake engagement / release are required at the same time, when multiple clutches / brake engagement / release are required, engine E start When the motor generator rotational speed control is required prior to stopping or engaging / disengaging of the clutch or brake, the sequence control is performed according to a predetermined procedure.

(Fastening element failure handling process)
As described above, in the hybrid vehicle of the first embodiment, a plurality of power sources (engine E, first motor generator MG1, second motor generator MG2) and a plurality of fastening elements (HLB, LB, HC, SC, Multiple driving modes can be achieved by combining MGC and EC). At this time, when an ON failure or an OFF failure in which the fastening element cannot generate a fastening force occurs, a situation in which a desired travel mode cannot be achieved occurs.

  Therefore, at this time, an achievable mode different from the optimum mode is selected in accordance with the fastening element in which the failure has occurred, and the fastening element failure handling process for allowing the traveling to be continued is executed.

  FIG. 7 is an operation table (mode control means) showing the relationship between the travel modes in the HEV mode and the EV mode and the ON / OFF states of the fastening elements. Here, the L transition 1 mode and the L transition 2 mode shown in FIG. 7 will be described. When transitioning from the S-Low mode to the Low mode, the series clutch SC is turned OFF, and the motor generator clutch MGC and the engine clutch EC are turned ON. Basically, at the time of transition, it is assumed that one fastening element is turned on / off, and at the same time, two or more fastening elements are not fastened / released. That is, the L transition 1 mode represents a travel mode in which the engine clutch EC is engaged from the S-Low mode. The L transition 2 mode represents a travel mode in which the series clutch SC is released from the L transition 1 mode. The L mode 2 transitions to the low mode by engaging the motor generator clutch MGC.

  FIG. 8 is an alternative operation table (alternative mode control means) when each of the engaging elements of the high / low brake HLB, low brake LB, high clutch HC, series clutch SC, motor generator clutch MGC, and engine clutch EC has failed. Hereinafter, each failure of each fastening element will be described.

(High-low brake HLB OFF failure)
If the high / low brake HLB fails, the torque of the first motor generator MG1 must be used instead of the high / low brake HLB, and the S-Low mode, L transition 1 mode, L transition 2 mode cannot be used.

  In the Low mode, the Low-iVT mode that does not use the high / low brake HLB is used as an alternative mode. Similarly, in the High mode, the High-iVT mode that does not use the high / low brake HLB is used as an alternative mode. For other modes, the high / low brake HLB is not used, so the normal mode is selected.

(Low brake LB OFF failure)
When the low brake LB is in an OFF failure, the first planetary gear PG1 must engage the high clutch HC in order to secure a torque input / output path. Therefore, the S-Low mode, L transition 1 mode, L transition 2 mode, Low mode, and Low-iVT mode in which the high clutch HC is not engaged cannot be used.

  In the 2nd mode, the High-iVT mode that does not use the low brake LB is used as an alternative mode. For other modes, the low brake LB is not used originally, so the normal mode is selected.

(High clutch HC OFF failure)
When the high clutch HC is in an OFF failure, the first planetary gear PG1 must engage the low brake LB in order to achieve torque input / output. Therefore, the High-iVT mode and High mode in which the low brake LB is not engaged cannot be used.

  In the 2nd mode, the Low-iVT mode that does not use the high clutch HC is used as an alternative mode. For other modes, since the high clutch HC is not originally used, the normal mode is selected.

(Series clutch SC OFF failure)
If the series clutch SC fails, the S-Low mode cannot be used. Further, although the L transition 1 mode cannot be achieved, the L transition 2 mode that does not use the series clutch SC is used as an alternative mode. For other modes, since the high clutch HC is not originally used, the normal mode is selected.

(OFF failure of motor generator clutch MGC)
When the motor generator clutch MGC is in an OFF failure, the second planetary gear PG2 must engage the high / low brake HLB in order to achieve torque input / output. At this time, since the torque of the first motor generator MG1 cannot be used as the driving force, the Low-iVT mode, 2nd mode, and High-iVT mode in which the first motor generator torque MG1 is used as the driving torque cannot be used.

  The low mode and the high mode can be selected because the engaged state of the motor generator clutch MGC is not necessarily related as long as the high / low brake HLB is basically engaged. However, since the transition from the Low mode to the High mode requires two transitions of turning off the low brake LB and turning on the high clutch HC, basically the High mode is not used.

  In Low mode, L transition 2 in which motor generator clutch MGC is OFF is used as an alternative mode. For other modes, since the motor generator clutch MGC is not used, the normal mode is selected.

(Engine clutch EC OFF failure)
When the engine clutch EC is in an OFF failure, the HEV mode that uses the torque of the engine E cannot be used. Therefore, various driving modes are achieved by EV mode. In the S-Low mode, the engine is not originally used as a driving torque but is used as a driving force for power generation. Therefore, the normal mode is selected. In the L transition 1 mode, the S-Low mode is used as an alternative mode, and the L transition 2 mode is not used.

  FIG. 9 is an alternative operation table (alternative mode control means) when each of the engaging elements of the high / low brake HLB, low brake LB, high clutch HC, series clutch SC, motor generator clutch MGC, and engine clutch EC fails. Hereinafter, each failure of each fastening element will be described.

(High-low brake HLB ON failure)
If the high / low brake HLB fails, the low-iVT mode, 2nd mode, and high-iVT mode that do not use the high / low brake HLB cannot be selected. However, the Low mode is used as an alternative mode for the Low-iVT mode, and the High mode is used as an alternative mode for the High-iVT mode. For the other modes, the normal mode is selected because the high / low brake HLB is originally used.

(Low brake LB ON failure)
If the low brake LB is ON, the High-iVT mode and High mode that do not use the low brake LB cannot be selected. However, for the High-iVT mode, the 2nd mode is used as an alternative mode. For other modes, the low brake LB is originally used, so the normal mode is selected.

(High clutch HC ON failure)
When the high clutch HC is turned ON, the S-Low mode, L transition 1 mode, L transition 2 mode, Low mode, and Low-iVT mode that do not use the high clutch HC cannot be selected. However, for the Low-iVT mode, the 2nd mode is used as an alternative mode. For other modes, the normal mode is selected because the high clutch HC is originally used.

(Series clutch SC ON failure)
If the series clutch SC fails ON, the L transition 2 mode, Low mode, Low-iVT mode, 2nd mode, High-iVT mode, and High mode that do not use the series clutch SC cannot be selected. However, for the L transition 2 mode, the L transition 1 mode is used as an alternative mode. For other modes, the normal mode is selected because the high clutch SC is originally used.

(ON failure of motor generator clutch MGC)
When the motor generator clutch MGC is turned ON, the S-Low mode, L transition 1 mode, and L transition 2 mode in which the motor generator clutch MGC is not used cannot be selected. However, for the L transition 2 mode, the Low mode is used as an alternative mode. For other modes, since the motor generator clutch MGC is used, the normal mode is selected.

(Engine clutch EC ON failure)
When the engine clutch EC is in an ON failure, the EV mode that does not use the torque of the engine E cannot be used. Also, the S-Low mode that does not use the engine clutch EC cannot be selected. However, for the S-Low mode, the L transition 1 mode is used as an alternative mode. For other modes, select the normal mode within the HEV mode range. In each travel mode, the gear ratio control is achieved so that the engine speed can be maintained at about the idle speed when the vehicle is stopped.

The above is the configuration of the alternative operation table that represents the OFF failure of each fastening element and the failure response corresponding to the ON failure. FIG. 10 is a flowchart showing a failure handling control process using the alternative operation table.
In step 101, a failure flag indicating whether or not a failure was detected during the previous run is read. If a failure is detected, the process proceeds to step 104. Otherwise, the process proceeds to step 102.
In step 102, it is determined whether an ON failure or an OFF failure of the fastening element is detected. If a failure is detected, the process proceeds to step 106, and otherwise, the process proceeds to step 103.
In step 103, a control command value is calculated and travel control corresponding to the travel mode selected by the optimum mode map is executed.
In step 104, failure determination is performed. If no failure is detected, the process proceeds to step 105. If a failure is detected, the process proceeds to step 106.
In step 105, the failure flag at the previous travel is cleared.
In step 106, an alternative mode corresponding to the failure location is appropriately selected from the alternative operation tables shown in FIGS.
In step 107, travel control according to the alternative mode is executed.

  Therefore, when the failure of the fastening element is detected, the failure location is stored in the nonvolatile memory or the like, and the traveling is maintained in the alternative mode. When the vehicle is stopped and the power is turned off and the power is turned on next time, the failure of the failure point detected during the previous run is detected again when the system is started, and if the failure is resolved, it is selected by the optimum mode map. The vehicle travels in the travel mode. If the failure is not resolved, the vehicle can travel in the alternative mode selected from the alternative operation table.

  As described above, the effects listed below can be obtained in the first embodiment.

  (1) When an OFF failure of an engagement element or an ON failure is detected, mode control is performed using an alternative operation table in which an alternative mode different from the optimal travel mode according to the failure location is set. Even if the vehicle breaks down, it is possible to maintain traveling without causing the driver to feel uncomfortable. Further, it is not necessary to change the mode map itself having a large amount of information composed of three-dimensional data, and only the operation table is required, which is advantageous in terms of memory.

  (2) The alternative operation table includes a travel mode corresponding to the optimum mode map among travel modes capable of securing a torque input / output path of a planetary gear including a rotation element to which a fastening element in which an OFF failure is detected is connected. An alternative mode is set in which the driving force closest to the output power can be output. Therefore, traveling can be maintained without causing the driver to feel uncomfortable.

  (3) In the alternative operation table, when a power source is connected to a rotating element to which a fastening element in which an OFF failure is detected is connected, torque is transmitted by the power source instead of the fastening element in which an OFF failure is detected. An alternative mode is set. Therefore, traveling can be maintained without causing the driver to feel uncomfortable.

  (4) In the alternative operation table, when another fastening element is connected to the rotating element connected to the fastening element in which the OFF failure is detected, another fastening element is substituted for the fastening element in which the OFF failure is detected. An alternative mode for transmitting torque is set depending on the element. Therefore, traveling can be maintained without causing the driver to feel uncomfortable.

  (5) The alternative operation table is an alternative that can output the driving force closest to the driving force that can be output in the driving mode corresponding to the optimum mode map among the driving modes that can use the fastening element in which the ON failure is detected. The mode is set. Therefore, traveling can be maintained without causing the driver to feel uncomfortable.

  As mentioned above, although the mode transition control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a Claim Design changes and additions are allowed without departing from the gist of the invention.

  The hybrid vehicle control device of the first embodiment has an example of a hybrid differential device that includes a differential device composed of three single pinion type planetary gears and can select a parallel travel mode and a series travel mode. However, for example, as described in Japanese Patent Application Laid-Open No. 2003-32808 and the like, a hybrid differential device having a differential device constituted by a Ravigneaux type planetary gear and capable of selecting a parallel travel mode and a series travel mode It can also be applied to. Furthermore, the present invention can be applied to a series type hybrid vehicle having only a series running mode.

1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 6 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. FIG. 3 is a collinear diagram illustrating a relationship with each engagement element in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 3 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high / low brake, a series clutch, and a motor generator clutch in the “10 travel modes” in the hybrid vehicle of the first embodiment. It is an operation | movement table | surface which shows the relationship between the driving mode in the HEV mode of Example 1, and EV mode, and the ON / OFF state of a fastening element. It is a figure showing the alternative action | operation table | surface at the time of the fastening element OFF failure of Example 1. FIG. It is a figure showing the alternative action | operation table | surface at the time of ON failure of the fastening element of Example 1. FIG. 3 is a flowchart illustrating a flow of a failure handling control process according to the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
LB Low brake
HC high clutch
HLB High / Low brake
EC engine clutch
MGC motor generator clutch
SC series clutch 1 engine controller 2 motor controller 3 inverter 4 battery 5 hydraulic control device 6 integrated controller 7 accelerator opening sensor 8 vehicle speed sensor 9 engine speed sensor 10 first motor generator speed sensor 11 second motor generator speed sensor 12 Third ring gear speed sensor

Claims (6)

A planetary gear train in which a plurality of power sources by an engine and at least one motor are respectively coupled to the rotating elements;
A fastening element provided in any of the rotating elements to achieve a fixed gear ratio by fastening and a continuously variable gear ratio by releasing;
An optimum mode map in which an optimum driving mode is set according to a driving point defined by at least the driver's required driving force and vehicle speed;
Mode control means for setting a combination of fastening and releasing of the fastening element corresponding to the travel mode selected by the optimum mode map;
Travel control means for controlling the fastening / release of the fastening element set by the mode control means;
In a hybrid vehicle control device comprising:
A failure detection means for detecting an OFF failure in which the fastening element cannot be fastened, or an ON fault in which the fastening element cannot be released;
Alternative mode control means in which a combination of fastening and releasing of the fastening element corresponding to the alternative mode is set according to a failure location of the fastening element,
Provided,
The travel control means controls the fastening / release of the fastening element set by the alternative mode control means instead of the mode control means when a failure is detected by the failure detection means. Control device for hybrid vehicle. In the hybrid vehicle control device according to claim 1,
The alternative mode control means includes a travel mode corresponding to the optimum mode map among travel modes capable of securing a torque input / output path of a planetary gear including a rotating element connected to a fastening element in which an OFF failure is detected. A hybrid vehicle control device in which an alternative mode capable of outputting a driving force closest to an outputable driving force is set. In the hybrid vehicle control device according to claim 1 or 2,
When the power source is connected to the rotating element to which the fastening element in which the OFF failure is detected is connected to the alternative mode control means, torque transmission is performed by the power source instead of the fastening element in which the OFF failure is detected. An alternative mode for performing a hybrid vehicle control device. In the hybrid vehicle control device according to any one of claims 1 to 3,
In the alternative mode control means, when another fastening element is connected to the rotating element connected to the fastening element in which the OFF failure is detected, another fastening element is substituted for the fastening element in which the OFF failure is detected. An alternative mode for transmitting torque is set by the control device for a hybrid vehicle. In the hybrid vehicle control device according to any one of claims 1 to 4,
The alternative mode control means is an alternative capable of outputting the driving force closest to the driving force that can be output in the driving mode corresponding to the optimum mode map among the driving modes in which the fastening element in which the ON failure is detected can be used. A control apparatus for a hybrid vehicle, characterized in that a mode is set. In the control apparatus of the hybrid vehicle described in any one of Claims 1 thru | or 5,
In the differential device, four or more input / output elements are arranged on a collinear diagram, one of two elements arranged inside the input / output elements is input from an engine, and the other is supplied to a drive system. Each of the output members is connected, and the first motor generator and the second motor generator are connected to two elements arranged on both outer sides of the inner element,
An engine clutch is provided between the engine and an engine input element of the differential, and a second clutch is provided between the first motor generator and the first motor generator input element of the differential. A control apparatus for a hybrid vehicle, wherein a third clutch is provided between the first motor generator and a brake is provided between the first motor generator input element and the case.

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