JP2006199213A - Power output device and automobile mounted with the same and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cope with abnormality of both a power distribution integrated mechanism and a reduction gear. <P>SOLUTION: The abnormality of a power distribution integrated mechanism 30 is detected according to whether or not the rate of the number of rotation of an engine 22 and the number of rotation of a motor MG1 to a speed is matched with the gear rate of a power distribution integrated mechanism 30, and the abnormality of a reduction gear 35 is detected according to whether or not the rate of the number of rotation of a motor MG2 to a speed is matched with the gear rate of the reduction gear 35. When it is judged that the power distribution integrated mechanism 30 is abnormal, the operations of the engine 22 and the motor MG1 are stopped, and a torque is inputted/outputted from the motor MG2 to a ring gear shaft 32a as a driving shaft, and when it is judged that the reduction gear 35 is abnormal, the operation of the motor MG2 is stopped, and the engine 22 and the two motors are controlled so that the torque can be inputted/outputted from the motor MG1 to the ring gear shaft 32a in a stand-by status for a reaction force at the engine 22 side. Thus, it is possible to cope with the abnormality of both the power distribution integrated mechanism 30 and the reduction gear 35. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, this type of power output device includes an engine, a planetary gear mechanism in which a carrier is connected to a crankshaft of the engine and a ring gear is connected to a drive shaft, and a first gear connected to a sun gear of the planetary gear mechanism. One that is mounted on a hybrid vehicle including a motor generator and a second motor generator connected to a drive shaft via a transmission has been proposed (for example, see Patent Document 1). In this device, torque output from the engine with power generation by the first motor generator is transmitted to the drive shaft via the planetary gear mechanism, and torque from the second motor generator is transmitted to the drive shaft via the transmission. It is assumed that the vehicle is driven by transmission.
JP 2002-225578 A

  However, in the above-described power output device, no consideration is given to when an abnormality occurs in the planetary gear mechanism or the transmission. When abnormality occurs in the planetary gear mechanism, torque from the engine and the first motor generator may not be transmitted to the drive shaft, and when abnormality occurs in the transmission, torque from the second motor generator is not transmitted to the drive shaft. However, it is desirable to take appropriate measures against the occurrence of such an abnormality so that the vehicle can be safely stopped, traveled to a maintenance shop, or secondary failure can be prevented.

  One of the objects of the power output device, the automobile equipped with the power output device, and the method for controlling the power output device according to the present invention is to deal with any abnormality in the three-axis power input / output device and the transmission device. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method of the power output apparatus is to more accurately detect an abnormality in the three-axis power input / output device and the transmission transmission device.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and the rotational speed of any two of the three shafts is determined by the balance of power input to and output from the three shafts. A three-axis power input / output means for determining the remaining one-axis rotation speed based on a predetermined rotation speed relationship;
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Shift transmission means connected to the drive shaft and the rotation shaft of the second electric motor, and for shifting the power from the second electric motor and transmitting it to the drive shaft;
First abnormality detecting means for detecting an abnormality of the three-axis power input / output means;
Second abnormality detecting means for detecting an abnormality of the shift transmission means;
When no abnormality is detected in any of the first and second abnormality detecting means, the internal combustion engine, the first electric motor, and the first motor are output so that a driving force based on a driving request by a driver is output to the driving shaft. The second motor is driven and controlled, and when an abnormality is detected by the first abnormality detector, the operation of the internal combustion engine and the first motor is stopped and the second motor is based on the drive request. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that a driving force is output to the driving shaft, and when an abnormality is detected by the second abnormality detecting means, the second The internal combustion engine, the first electric motor, and the second electric motor are stopped so that the driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft while stopping the operation of the electric motor. And summarized in that a and a drive control means for controlling driving.

  In the power output apparatus of the present invention, when no abnormality has occurred in any of the three-shaft power input / output means and the shift transmission means, the internal combustion engine and the internal combustion engine are configured to output a driving force based on a driving request from the driver to the driving shaft. Drive control of the first motor and the second motor is performed, and when an abnormality occurs in the three-axis power input / output means, the operation of the internal combustion engine and the first motor is stopped and the second motor requests a drive. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that the driving force based on the output is output to the drive shaft. When an abnormality occurs in the shift transmission means, the operation of the second electric motor is stopped and the internal combustion engine is stopped. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that the driving force based on the driving request is output from the engine and the first electric motor side to the driving shaft. Accordingly, it is possible to cope with any abnormality of the three-axis power input / output means and the transmission transmission means.

  In such a power output apparatus of the present invention, the first abnormality detection means includes an engine rotation speed detection means for detecting the rotation speed of the output shaft of the internal combustion engine, and a rotation speed of the rotation shaft of the first electric motor. A first motor rotation speed detection means for detecting; a drive shaft rotation speed detection means for detecting the rotation speed of the drive shaft; and the detected first rotation speed of the output shaft of the internal combustion engine. First abnormality determining means for determining abnormality of the three-axis power input / output means based on the rotational speed of the rotating shaft of the electric motor, the detected rotational speed of the drive shaft, and the predetermined rotational speed relationship. And the first abnormality detection means includes a first motor rotation speed detection means for detecting a rotation speed of the rotation shaft of the first motor, and the detected first motor. Based on the change in the rotational speed of the rotating shaft of the motor and the drive request. And a second abnormality determining means for determining abnormality of the three-axis power input / output means, or a combination of the two to detect abnormality of the three-axis power input / output means. It can also be. By so doing, it is possible to more accurately detect abnormality of the three-axis power input / output means.

  Further, in the power output apparatus of the present invention, the second abnormality detection means includes a second motor rotation speed detection means for detecting a rotation speed of the rotation shaft of the second motor, and a rotation speed of the drive shaft. The transmission transmission based on the detected rotational speed of the drive shaft, the detected rotational speed of the second electric motor, the detected rotational speed of the drive shaft, and the transmission ratio of the transmission transmission means. And a third abnormality determining means for determining abnormality of the means, or the second abnormality detecting means detects a rotation speed of the rotation shaft of the second electric motor. A second motor rotation speed detection unit; and a fourth abnormality determination unit that determines abnormality of the shift transmission unit based on the detected change in the rotation speed of the rotation shaft of the second motor and the drive request. Can be a means, or a combination of both Together can also be made to detect the abnormality of the speed change-transmission. By so doing, it is possible to more accurately detect an abnormality in the transmission means.

  Further, in the power output apparatus of the present invention, the drive control means may be configured such that when the second abnormality detection means detects an abnormality of the shift transmission means, the drive control means receives the reaction force on the internal combustion engine side. The internal combustion engine and the first electric motor may be driven and controlled so that a driving force based on the driving request is output to the driving shaft by input / output of power from the electric motor. By so doing, it is possible to more reliably output the driving force based on the driving request to the drive shaft even when an abnormality has occurred in the shift transmission means. In this case, the drive control means is responsible for the reaction force on the internal combustion engine side when a braking request is made as the drive request when an abnormality of the shift transmission means is detected by the second abnormality detection means. However, the internal combustion engine and the first electric motor are driven and controlled so that the braking force based on the braking request is output to the drive shaft by the output of the driving force from the first electric motor. You can also. In this way, it is possible to respond to a braking request.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft When the rotational speed of any two of the three axes is determined based on the balance of power input / output to / from the three axes, the remaining is based on a predetermined rotational speed relationship. A three-axis power input / output means for determining the rotational speed of one shaft, a first electric motor capable of inputting / outputting power to / from the third shaft, and a second capable of inputting / outputting power to / from the drive shaft. A speed change transmission means connected to the electric motor, the drive shaft and the rotary shaft of the second electric motor for shifting the power from the second electric motor and transmitting it to the drive shaft; and the three-shaft power input / output means A first abnormality detecting means for detecting an abnormality of the gear and a second abnormality detecting means for detecting an abnormality of the shift transmission means. And the internal combustion engine and the first electric motor so that a driving force based on a driving request by a driver is output to the driving shaft when no abnormality is detected in any of the first and second abnormality detecting means. When the abnormality is detected by the first abnormality detection means, the operation of the internal combustion engine and the first motor is stopped and the drive request is issued from the second motor. The internal combustion engine, the first electric motor, and the second electric motor are controlled to output a driving force based on the driving shaft, and when the abnormality is detected by the second abnormality detecting means, the second The internal combustion engine, the first electric motor, and the second electric motor are stopped so that the operation of the electric motor is stopped and the driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft. Equipped with a power output apparatus and a drive control means for driving and controlling the door, axle to the drive shaft is summarized in that the running is connected.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as the effect of the power output device of the present invention, for example, a three-axis power input / output means and An effect capable of coping with any abnormality of the transmission transmission means, an effect of detecting the abnormality of the three-axis power input / output means more accurately, and an abnormality of the transmission transmission means can be detected more accurately. The effect is that the driving force based on the drive request can be more reliably output to the drive shaft even when there is an abnormality in the speed change transmission means, and the brake request can be met even when there is an abnormality in the speed change transmission means. The effect which can be produced can be produced.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and the output shaft of the internal combustion engine, a drive shaft, and a third shaft are connected to three shafts, and the rotational speed of any two of the three shafts has a balance of power input to and output from the three shafts. A three-axis power input / output means that determines the remaining one-axis rotation speed based on a predetermined rotation speed relationship; a first electric motor capable of inputting / outputting power to the third axis; Connected to the second electric motor capable of inputting / outputting power to / from the drive shaft, and the drive shaft and the rotary shaft of the second motor, the power from the second motor is shifted and transmitted to the drive shaft. A transmission method comprising: a transmission transmission means;
The internal combustion engine and the first electric motor so that a driving force based on a driving request by a driver is output to the driving shaft when there is no abnormality in any of the three-axis power input / output means and the transmission transmission means. And the second electric motor, and when the three-shaft power input / output means has an abnormality, the internal combustion engine and the first electric motor are stopped and the second electric motor drives the drive. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that a driving force based on a request is output to the drive shaft, and when the shift transmission means is abnormal, the second transmission The internal combustion engine, the first electric motor, and the second electric motor so that the operation of the electric motor is stopped and a driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft. And summarized in that the drive control.

  According to the control method of the power output device of the present invention, when no abnormality occurs in any of the three-shaft power input / output means and the transmission transmission means, the driving force based on the driving request by the driver is output to the driving shaft. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled. When an abnormality occurs in the three-axis power input / output means, the internal combustion engine and the first electric motor are stopped and the second electric motor is stopped. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that the driving force based on the driving request is output from the electric motor to the driving shaft, and when the shift transmission means is abnormal, the second electric motor is operated. And the internal combustion engine, the first electric motor, and the second electric motor are controlled to be driven so that a driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft. Accordingly, it is possible to cope with any abnormality of the three-axis power input / output means and the transmission transmission means.

  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 the configuration of a hybrid vehicle 20 equipped with a power output apparatus 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 reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and signals (for example, a rotation attached to the crankshaft 26 of the engine 22) from various sensors that detect the operating state of the engine 22. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 that receives the rotational speed Ne) from the number sensor 23 receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. 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 reduction gear 35 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 finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The reduction gear 35 is configured to reduce the number of rotations of the rotation shaft 48 of the motor MG2 and transmit it to the ring gear shaft 32a. The reduction gear 35 includes an external gear sun gear 36, an internal gear ring gear 37 disposed concentrically with the sun gear 36, a plurality of pinion gears 38 that mesh with the sun gear 36 and mesh with the ring gear 37, and a plurality of gears It is configured as a planetary gear mechanism including a carrier 39 that holds the pinion gear 38 so as to rotate and revolve. A rotation shaft 48 of the motor MG2 is connected to the sun gear 36 of the reduction gear 35, and a ring gear shaft 32a is connected to the ring gear 37. The carrier 39 is fixed to the case and its rotation is prohibited.

  The motor MG1 and the motor MG2 are both 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 electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. 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 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 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 Tb from the temperature sensor 51 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 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input 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. ing.

  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 operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. When the accelerator pedal 83 is off and the accelerator is off, the braking force is set based on the shift position SP and the vehicle speed V, and the engine 22 and the two motors MG1 and MG2 are controlled so that this braking force acts. At this time, when the remaining capacity SOC of the battery 50 is less than a predetermined value (for example, 80% or the like), the motor MG2 regenerates more kinetic energy as electric power to charge the battery 50, and the remaining capacity SOC of the battery 50 is When the value is equal to or greater than the predetermined value, control is performed so that the battery 50 is not charged as much as possible. When the brake pedal 85 is depressed when the accelerator is off, the braking force is set based on the brake pedal position BP and the vehicle speed V, and the engine 22 and the two motors MG1 and MG2 are controlled so that this braking force acts. In addition, a mechanical brake (not shown) is used as necessary.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when determining the abnormality of the power distribution and integration mechanism 30 and the reduction gear 35 and the operation when the abnormality is determined will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) when operating in the above-described torque conversion operation mode or charge / discharge operation mode.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, remaining capacity SOC of battery 50, input / output limits Win, Wout of battery 50, and the like are input (step S100). Here, the rotational speed Ne of the engine 22 is the one detected by the rotational speed sensor 23 and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 and input from the motor ECU 40 by communication. did. The remaining capacity SOC of the battery 50 is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set based on the remaining capacity SOC, the battery temperature Tb, and the like, and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a, 63b based on the input accelerator opening Acc and the vehicle speed V and the entire vehicle are required. The required power P * is set (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of a map for request torque setting. The required power P * is set by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and adding the required charge / discharge power Pb * of the battery 50 and the loss Loss. Here, the rotation speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion coefficient k in the embodiment. Further, the charge / discharge required power Pb * can be set based on the remaining capacity SOC and the accelerator opening Acc.

  Next, abnormality determination processing for determining abnormality of the power distribution and integration mechanism 30 and the reduction gear 35 is performed (step S120). The abnormality determination process is performed by executing the abnormality determination process illustrated in FIG. Hereinafter, the description of the drive control routine of FIG. 2 will be interrupted, and details of the abnormality determination process of FIG. 4 will be described. In the abnormality determination process of FIG. 4, first, the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1 input in step S100 of FIG. 2 and the gear ratio ρ of the power distribution and integration mechanism 30 (= the number of teeth of the sun gear 31 / ring gear). 32), the estimated vehicle speed Vest1 is calculated by the following equation (1) (step S300), and the absolute value of the deviation between the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest1 is equal to or greater than a predetermined value α. It is determined whether or not the continuous state has continued for a predetermined time (for example, 1 sec) (step S310). Here, the predetermined value α defines an allowable range in which the power distribution and integration mechanism 30 can be regarded as normal while taking into account errors included in the vehicle speed V, the rotational speed Ne, and the rotational speed Nm2 due to sensing delay, calculation delay, and the like. For example, it can be determined as 10 km / h. FIG. 5 is a collinear diagram showing the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30. In the figure, the leftmost S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the R-axis indicates the vehicle speed V. The rotation speed Nr of the ring gear shaft 32a, which is the rotation speed multiplied by the conversion coefficient k, is shown. As shown in the figure, the power distribution and integration mechanism 30 determines the remaining number of rotations according to the gear ratio ρ when the number of rotations of two of the rotating elements is determined. Therefore, the number of rotations Ne of the engine 22 and the motor MG1 are determined. The rotation speed of the ring gear shaft 32a can be calculated on the basis of the rotation speed Nm1 and the gear ratio ρ of the power distribution and integration mechanism 30, and the vehicle speed is obtained by dividing the rotation speed of the ring gear shaft 32a by the conversion factor k described above. (Estimated vehicle speed Vest1) can be calculated. Therefore, by comparing the vehicle speed V detected by the vehicle speed sensor 88 with the estimated vehicle speed Vest1, it can be determined whether or not the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 matches the gear ratio ρ. It can be determined whether or not the power distribution and integration mechanism 30 is normal.

  Vest1 = (Ne * ・ (1 + ρ) −Nm1 ・ ρ) / k (1)

  If it is determined that the state in which the absolute value of the deviation between the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest1 is equal to or greater than the predetermined value α continues for a predetermined time, then the accelerator opening Acc and the predetermined opening Aref (For example, 20%) (step S320) and the rotation speed Nm1 of the motor MG1 input in step S100 of FIG. 2 and the target rotation speed of the motor MG1 set in the routine of FIG. 2 (previous Nm1 *) ) Is determined whether or not the absolute value of the deviation is greater than or equal to a predetermined value β (step S330). Here, the predetermined value β is for determining whether or not the rotation of the motor MG1 is in an overshoot state exceeding the rotation assumed by the rotation speed control described later when the accelerator pedal 83 is depressed. Yes, for example, it can be determined as 300 rpm. In the embodiment, the overshoot of the rotation of the motor MG1 is determined by comparing the rotation speed Nm1 and the previous Nm1 *. However, the current value of the rotation speed Nm1 of the motor MG1 input in step S100 and the previous time are determined. The overshoot of the rotation of the motor MG1 may be determined by comparing the deviation from the value with a predetermined value. When it is determined that the accelerator opening Acc is equal to or larger than the predetermined opening Aref and the absolute value of the deviation between the rotational speed Nm1 and the previous Nm1 * is equal to or larger than the predetermined value β, an overshoot exceeding the assumption occurs in the rotation of the motor MG1. Moreover, since the rotational speed of each rotating element of the power distribution and integration mechanism 30 does not match the gear ratio ρ, it is determined that an abnormality has occurred in the power distribution and integration mechanism 30 and the value 0 is set as an initial value. A value 1 is set to the set abnormality occurrence flag F1 (step S340).

  In step S310, it is determined that the absolute value of the deviation between the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest1 is less than the predetermined value α, or that the state where the absolute value is greater than or equal to the predetermined value α is not continued for a predetermined time. When the accelerator opening Acc is determined to be less than the predetermined opening Aref in S320, or the absolute value of the deviation between the rotational speed Nm1 and the previous Nm1 * is determined to be less than the predetermined value β in Step S330, the power distribution and integration mechanism 30 is normal. Or it is determined that it is not yet time to determine the abnormality of the power distribution and integration mechanism 30, and the process proceeds to the next process.

  Next, as shown in the following equation (2), an estimated vehicle speed Vest2 is calculated by dividing a value obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 by the conversion coefficient k (step S350). It is determined whether or not the state where the absolute value of the deviation between the vehicle speed V from the vehicle speed sensor 88 and the calculated estimated vehicle speed Vest2 is equal to or greater than a predetermined value γ continues for a predetermined time (eg, 3 seconds) (step S360). Here, the predetermined value γ determines an allowable range in which the reduction gear 35 can be regarded as normal while taking into account errors included in the vehicle speed V and the rotational speed Nm2 due to sensing delay, calculation delay, and the like. It can be determined as 10 km. As described above, the reduction gear 35 is constituted by a planetary gear mechanism similar to the power distribution and integration mechanism 30, and since the carrier 39 is fixed to the case and its rotation is prohibited, the rotational speed Nm2 is reduced. The vehicle speed (estimated vehicle speed Vest2) can be calculated by dividing the rotation speed of the ring gear shaft 32a obtained by dividing by the gear ratio Gr of 35 by the conversion coefficient k. Therefore, by comparing the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest2, it can be determined whether or not the relationship between the rotating elements of the reduction gear 35 matches the gear ratio Gr. Can be determined.

  Vest2 = (Nm2 / Gr) / k (2)

  If it is determined that the state where the deviation between the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest2 is equal to or greater than the predetermined value γ continues for a predetermined time, then the accelerator opening Acc and the predetermined opening Aref (for example, 20%) (step S370), and the absolute value of the deviation between the current value (rotational speed Nm2) and the previous value (previous Nm2) of the rotational speed of the motor MG2 input in step S100 of FIG. It is determined whether or not δ or more (step S380). Here, the predetermined value δ indicates whether the rotation increase of the motor MG2 overshoots beyond the rotation increase caused by acceleration when the ring gear shaft 32a and the motor MG2 are normally connected when the accelerator pedal 83 is depressed. For example, it can be determined as 300 rpm or the like. When it is determined that the accelerator opening Acc is equal to or larger than the predetermined opening Aref and the absolute value of the deviation between the rotational speed Nm2 and the previous Nm2 is equal to or larger than the predetermined value δ, an overshoot exceeding the assumption occurs in the rotation of the motor MG2. Moreover, since the rotation ratio between the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a in the reduction gear 35 described above does not coincide with the gear ratio Gr, it is determined that an abnormality has occurred in the reduction gear 35, and the initial value is set as the initial value. A value 1 is set to the abnormality occurrence flag F2 for which the value 0 is set (step S390), and the process is terminated.

  In step S360, it is determined that the absolute value of the deviation between the vehicle speed V from the vehicle speed sensor 88 and the estimated vehicle speed Vest2 is less than the predetermined value γ, or that the state where the absolute value is greater than or equal to the predetermined value γ has not continued for a predetermined time. If the accelerator opening Acc is determined to be less than the predetermined opening Aref in S370, or the absolute value of the deviation between the rotational speed Nm2 and the previous Nm2 is determined to be less than the predetermined value δ in step S380, is the reduction gear 35 normal? Alternatively, it is determined that it is not yet time to determine the abnormality of the reduction gear 35, and the process is terminated. The above is the details of the abnormality determination processing in FIG.

  Returning to the routine of FIG. 2, when the abnormality occurrence flags F1 and F2 are thus set, the set abnormality occurrence flags F1 and F2 are checked (step S130). If the abnormality occurrence flags F1 and F2 are both determined to be 0, it is determined that no abnormality has occurred in either the power distribution and integration mechanism 30 or the reduction gear 35, and the required power P * set in step S110 of FIG. And the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the operation line for efficiently outputting the required power P * from the engine 22 (step S140). FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve having a constant required power P * (Ne * × Te *).

  When the target rotational speed Ne * of the engine 22 is set, the following equation is obtained using the set target rotational speed Ne *, the rotational speed Nr (= k · V) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30: 3) sets the target rotational speed Nm1 * of the motor MG1 and sets the torque command Tm1 * of the motor MG1 by the following equation (4) based on the set target rotational speed Nm1 * and the current rotational speed Nm1 (step) S150). FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30 at this time. As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. It can be calculated by equation (3) based on Nr (= k · V), the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (4) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (4), “KP1” in the second term on the right side is a gain of a proportional term. Yes, “KI1” in the third term on the right side is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 7 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. Torque (hereinafter referred to as direct torque) Ter (= −Tm1 * / ρ) and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a.

Nm1 * = (Ne * ・ (1 + ρ) −k ・ V) / ρ (3)
Tm1 * = previous Tm1 * + KP1 ・ (Nm1 * −Nm1) + KI1 ・ ∫ (Nm1 * −Nm1) dt (4)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are set, a request is made based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. The provisional motor torque Tm2tmp as the torque to be output from the motor MG2 in order to apply the torque Tr * to the ring gear shaft 32a is determined by the following equation (5) determined from the balance of the torque on the R axis in the nomogram of FIG. Based on the calculation (step S160), the input / output limits Win and Wout of the battery 50, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2 And torque limit Tm2min as a lower limit and an upper limit of torque that may be output from motor MG2 according to equation (7), m2max is calculated (step S170), and the smaller one of the calculated temporary motor torque Tm2tmp and the calculated torque limit Tm2max is compared with the calculated torque limit Tm2min, and the larger one is set as the torque command Tm2 * of the motor MG2. (Step S180). Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)
Tm2min ＝ (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tm2max ＝ (Wout-Tm1 * ・ Nm1) / Nm2 (7)

  When the target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target torque Te * is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, respectively. (Step S190), this routine is finished. The engine ECU 24 that has received the target torque Te * performs control such as fuel injection control and ignition control in the engine 22 so that the engine 22 is operated at the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If the abnormality occurrence flag F1 is determined to be 1 in step S130 and the abnormality occurrence flag F2 is determined to be 0, it is determined that an abnormality has occurred in the power distribution and integration mechanism 30, and the target torque is set so that the engine 22 is stopped. A value 0 is set in Te * and a value 0 is set in the torque command Tm1 * so that the motor MG1 stops (steps S200 and S210). The required torque Tr * set in step S110 is set as the gear ratio Gr of the reduction gear 35. The temporary motor torque Tm2tmp to be output from the motor MG2 is calculated by dividing (step S220). Then, the torque limits Tm2min and Tm2max are calculated from the above-described formulas (6) and (7) (step S170), and the smaller one of the temporary motor torque Tm2tmp and the torque limit Tm2max is compared with the torque limit Tm2min and is large. Is set to the torque command Tm2 * of the motor MG2 (step S180), each set value is transmitted to the corresponding ECU (step S190), and this routine is terminated. As described above, when an abnormality occurs in the power distribution and integration mechanism 30, the operation of the engine 22 and the motor MG1 is stopped and the vehicle is driven only by the torque from the motor MG2. In the embodiment, the temporary motor torque Tm2tmp is calculated so that the required torque Tr * is output to the ring gear shaft 32a. However, since the power distribution integration mechanism 30 is in an abnormal state, the temporary motor The torque Tm2tmp may be limited to the minimum necessary torque for running the vehicle.

  If the abnormality occurrence flag F1 is determined to be 0 and the abnormality occurrence flag F is determined to be 1 in step S130, it is determined that an abnormality has occurred in the reduction gear 35, and the target rotational speed Ne * of the engine 22 is set in advance. A predetermined rotation speed Nset is set (step S230), and the following equation (based on the target rotation speed Ne * and the current rotation speed Ne so that the rotation speed of the engine 22 is maintained at the set target rotation speed Ne * ( The target torque Te * of the engine 22 is set according to 8) (step S240). Here, in Expression (8), “KP2” in the second term on the right side is the gain of the proportional term, and the third term on the right side is the gain of the integral term. Then, as shown in the following equation (9), a torque command Tm1 * for the motor MG1 is set by multiplying the required torque Tr * by -1 and the gear ratio ρ of the power distribution and integration mechanism 30 (step S250). Then, a value 0 is set in the torque command Tm2 * so that the motor MG2 stops (step S260), each set value is transmitted to the corresponding ECU (step S190), and this routine is finished. As described above, when an abnormality occurs in the reduction gear 35, the operation of the motor MG2 is stopped and the torque is transmitted to the ring gear shaft 32a side by the input / output of the torque from the motor MG1 while taking the reaction force on the engine 22 side. To run. At this time, when the accelerator pedal 83 is depressed and a positive torque (driving force) is required as the required torque Tr *, a negative torque is output from the motor MG1, thereby responding to the required torque Tr *. Is stepped back and a negative torque (braking force) is required as the required torque Tr *, the motor MG1 outputs a positive torque to respond to the required torque Tr *. Therefore, even when either the driving force or the braking force is required for the ring gear shaft 32a, this can be dealt with. FIG. 8 shows a state in which a braking force is output to the ring gear shaft 32a by a positive torque output from the motor MG1. As shown in the figure, the braking force is output to the ring gear shaft 32a by transmitting the positive torque from the motor MG1 as the braking force to the ring gear shaft 32a by taking the reaction force using the friction of the engine 22. . In the embodiment, the torque command Tm1 * is set so that the required torque Tr * is output to the ring gear shaft 32a. However, since there is an abnormality in the reduction gear 35, the torque command Tm1 * is driven by the vehicle. The torque may be limited to the minimum necessary torque.

Te * = previous Te * + KP2 ・ (Ne * −Ne) + KI2 ・ ∫ (Ne * −Ne) dt (8)
Tm1 * = − Tr * · ρ (9)

  According to the hybrid vehicle 20 of the embodiment described above, the abnormality of the power distribution integration mechanism 30 and the reduction gear 35 is determined. When the abnormality of the power distribution integration mechanism 30 is determined, the operation of the engine 22 and the motor MG1 is stopped. The vehicle is driven by outputting torque from the motor MG2 to the ring gear shaft 32a via the reduction gear 35, and when the abnormality of the reduction gear 35 is determined, the operation of the motor MG2 is stopped and the reaction force is taken on the engine 22 side. Since the vehicle travels by transmitting torque from the motor MG1 to the ring gear shaft 32a, the vehicle can travel regardless of which abnormality occurs in either the power distribution and integration mechanism 30 or the reduction gear 35. In addition, when an abnormality occurs in the reduction gear 35, when the accelerator pedal 83 is stepped back and a braking force is required for the required torque Tr *, the positive output from the motor MG1 while taking a reaction force on the engine 22 side. Since the braking force is output to the required torque Tr * by the torque, the braking force can be reliably output to the ring gear shaft 32a when the reduction gear 35 is abnormal. As a result, the vehicle can be safely stopped.

  Further, according to the hybrid vehicle 20 of the embodiment, the relationship between the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the vehicle speed V (the rotational speed Nr of the ring gear shaft 32a) is the gear ratio ρ of the power distribution and integration mechanism 30. Power distribution integration mechanism 30 based on the determination of whether or not the engine speed MG1 coincides with, and the determination of the overshoot of the rotation of motor MG1 based on the deviation between accelerator opening Acc, rotation speed Nm1 of motor MG1 and previous target rotation speed Nm1 * Therefore, it is possible to detect the abnormality of the power distribution and integration mechanism 30 more accurately.

  Furthermore, according to the hybrid vehicle 20 of the embodiment, it is determined whether the relationship between the rotational speed Nm2 of the motor MG2 and the vehicle speed V (the rotational speed Nr of the ring gear shaft 32a) matches the gear ratio Gr of the reduction gear 35, and the accelerator. Since it is determined whether or not an abnormality has occurred in the reduction gear 35 based on the determination of the overshoot of the rotation of the motor MG2 based on the opening degree Acc and the deviation between the rotation speed Nm2 of the motor MG2 and the previous rotation speed Nm2. Thus, the abnormality of the reduction gear 35 can be detected more accurately.

  In the hybrid vehicle 20 of the embodiment, determination based on the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, the vehicle speed V (the rotational speed Nr of the ring gear shaft 32a), and the gear ratio ρ of the power distribution and integration mechanism 30, and the accelerator opening degree. Although the abnormality of the power distribution and integration mechanism 30 is determined based on the determination based on the deviation (rotational change) between Acc and the rotational speed Nm1 of the motor MG1 and the previous Nm1 *, the power is determined based on one of the determinations. The abnormality of the distribution and integration mechanism 30 may be determined, or another determination may be added.

  In the hybrid vehicle 20 of the embodiment, the determination based on the rotational speed Nm2 of the motor MG2, the vehicle speed V (the rotational speed Nr of the ring gear shaft 32a), and the gear ratio Gr of the reduction gear 35, the accelerator opening Acc, and the rotational speed Nm2 of the motor MG2 Although it is determined whether or not an abnormality has occurred in the reduction gear 35 based on the determination based on the deviation (rotational change) from the previous rotation speed Nm2, the reduction gear 35 is determined based on one of the determinations. The abnormality may be determined, or another determination may be added.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is shifted by the reduction gear 35 and is output to the ring gear shaft 32a. However, the power from the motor MG2 is not limited to such a gear that cannot be changed. It is good also as what changes gear with possible gears and outputs it to ring gear shaft 32a. A transmission ratio (gear ratio) may be derived based on the current shift speed to determine whether or not the transmission is abnormal.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of an abnormality determination process. FIG. 4 is an explanatory diagram showing the relationship of the number of rotations in each rotating element of the power distribution and integration mechanism 30. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows a mode that a braking force is output to the ring gear axis | shaft 32a by the output of the positive torque from motor MG1. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

20, 120 Hybrid vehicle, 22 engine, 23 RPM sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31, 36 sun gear, 32, 37 ring gear, 32a ring gear Shaft, 33, 38 Pinion gear, 34, 39 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 48 Rotation shaft, 50 Battery, 51 Temperature sensor , 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RA , 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and the rotational speed of any two of the three shafts is determined by the balance of power input to and output from the three shafts. A three-axis power input / output means for determining the remaining one-axis rotation speed based on a predetermined rotation speed relationship;
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Shift transmission means connected to the drive shaft and the rotation shaft of the second electric motor, and for shifting the power from the second electric motor and transmitting it to the drive shaft;
First abnormality detecting means for detecting an abnormality of the three-axis power input / output means;
Second abnormality detecting means for detecting an abnormality of the shift transmission means;
When no abnormality is detected in any of the first and second abnormality detecting means, the internal combustion engine, the first electric motor, and the first motor are output so that a driving force based on a driving request by a driver is output to the driving shaft. The second motor is driven and controlled, and when an abnormality is detected by the first abnormality detector, the operation of the internal combustion engine and the first motor is stopped and the second motor is based on the drive request. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that a driving force is output to the driving shaft, and when an abnormality is detected by the second abnormality detecting means, the second The internal combustion engine, the first electric motor, and the second electric motor are stopped so that the driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft while stopping the operation of the electric motor. Power output apparatus and a drive control means for controlling driving.   The first abnormality detection means includes an engine rotation speed detection means for detecting the rotation speed of the output shaft of the internal combustion engine, and a first motor rotation speed detection for detecting the rotation speed of the rotation shaft of the first motor. Means for detecting the rotational speed of the drive shaft, and the detected rotational speed of the output shaft of the internal combustion engine, the detected rotational speed of the rotary shaft of the first electric motor, and the 2. The power according to claim 1, further comprising first abnormality determination means for determining abnormality of the three-axis power input / output means based on the detected rotational speed of the drive shaft and the predetermined rotational speed relationship. Output device.   The first abnormality detection means includes a first motor rotation speed detection means for detecting a rotation speed of the rotation shaft of the first motor, and a detected change in the rotation speed of the rotation shaft of the first motor. The power output apparatus according to claim 1, further comprising: a second abnormality determination unit that determines abnormality of the three-axis power input / output unit based on the drive request.   The second abnormality detection means includes a second motor rotation speed detection means for detecting the rotation speed of the rotation shaft of the second motor, and a drive shaft rotation speed detection means for detecting the rotation speed of the drive shaft. , A third abnormality for judging an abnormality of the transmission transmission means based on the detected rotational speed of the rotation shaft of the second electric motor, the detected rotational speed of the drive shaft, and the transmission gear ratio of the transmission transmission means. The power output apparatus according to any one of claims 1 to 3, wherein the power output apparatus includes a determination unit.   The second abnormality detection means includes a second motor rotation speed detection means for detecting the rotation speed of the rotation shaft of the second motor, and the detected change in the rotation speed of the rotation shaft of the second motor. 5. The power output apparatus according to claim 1, further comprising: a fourth abnormality determination unit that determines abnormality of the shift transmission unit based on the drive request.   When the second abnormality detecting means detects an abnormality of the shift transmission means, the drive control means receives the reaction force on the internal combustion engine side and outputs the drive by the input / output of power from the first electric motor. The power output apparatus according to any one of claims 1 to 5, which is means for driving and controlling the internal combustion engine and the first electric motor so that a driving force based on the driving request is output to a shaft.   The drive control means is configured to receive the reaction force on the internal combustion engine side when the braking request is made as the drive request when an abnormality of the shift transmission means is detected by the second abnormality detection means. 7. The power output according to claim 6, wherein said power output is means for driving and controlling said internal combustion engine and said first electric motor so that a braking force based on said braking request is output to said drive shaft by an output of a driving force from one electric motor. apparatus.   An automobile mounted with the power output device according to any one of claims 1 to 7 and having an axle connected to the drive shaft. An internal combustion engine, and the output shaft of the internal combustion engine, a drive shaft, and a third shaft are connected to three shafts, and the rotational speed of any two of the three shafts has a balance of power input to and output from the three shafts. A three-axis power input / output means that determines the remaining one-axis rotation speed based on a predetermined rotation speed relationship; a first electric motor capable of inputting / outputting power to the third axis; Connected to the second electric motor capable of inputting / outputting power to / from the drive shaft, and the drive shaft and the rotary shaft of the second motor, the power from the second motor is shifted and transmitted to the drive shaft. A transmission method comprising: a transmission transmission means;
The internal combustion engine and the first electric motor so that a driving force based on a driving request by a driver is output to the driving shaft when there is no abnormality in any of the three-axis power input / output means and the transmission transmission means. And the second electric motor, and when the three-shaft power input / output means has an abnormality, the internal combustion engine and the first electric motor are stopped and the second electric motor drives the drive. The internal combustion engine, the first electric motor, and the second electric motor are driven and controlled so that a driving force based on a request is output to the drive shaft, and when the shift transmission means is abnormal, the second transmission The internal combustion engine, the first electric motor, and the second electric motor so that the operation of the electric motor is stopped and a driving force based on the driving request is output from the internal combustion engine and the first electric motor side to the drive shaft. The method of the power output device that drives and controls.

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