JP2006250269A - Power output device, automobile equipped with it, condition sensing device, and power output device controlling method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To recover the function of an automobile speed sensor judged as failed and avoid generation of a hindrance in controlling a transmission at this time of recovery. <P>SOLUTION: The automobile of hybrid type is structured so that a first motor, the crank shaft of an engine, a drive shaft coupled with driving wheels are connected with the sun gear, carrier, and ring gear of an epicyclic gearing mechanism while a second motor is connected with the drive shaft through the transmission, wherein when a failure is generated in the automobile speed sensor, the automobile speed V is set upon calculating the automobile speed V2 for backup on the basis of the engine speed Ne, the rotating speed Nm1 of the first motor, and the gear ratio of the epicyclic gearing mechanism (S180 and S190), and when the function of the automobile speed sensor is recovered, the automobile speed V is changed over from V2 for backup into the automobile speed V1 given by the automobile speed sensor when the transmission is not in shifting operation (S140-S160). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle that is mounted with the power output device, travels with the drive shaft connected thereto, a state detection device, and a control method for the power output device.

Conventionally, as this type of power output device, a sun gear, a carrier, and a ring gear of a planetary gear mechanism are connected to a drive shaft connected to a first motor, an engine crankshaft, and driving wheels, respectively, and driven via a transmission. One having a second motor connected to the shaft has been proposed (see, for example, Patent Document 1). In this device, the power from the second motor is converted into power corresponding to the vehicle speed and output to the drive shaft by switching the gear position of the transmission to a high state or a low state based on the vehicle speed detected by the vehicle speed sensor. I am going to do it.
JP 2002-225578 A

  In order to smoothly change the gear position of the transmission without causing a shift shock, the rotation speed after the shift of the second motor is calculated based on the vehicle speed (the rotation speed of the drive shaft) detected by the vehicle speed sensor. In addition, it is desirable to engage a necessary clutch or brake in a state where the rotation speed of the second motor matches the rotation speed after the shift. Then, when the vehicle speed sensor becomes unusable due to some cause, it can be considered to back up by another sensor (for example, a wheel speed sensor) capable of indirectly detecting the vehicle speed instead of the vehicle speed sensor. This sensor that can indirectly detect the vehicle speed is not usually optimized to detect the vehicle speed, so when the original function of the vehicle speed sensor recovers and it returns to the usable state, it is in a backup state. However, depending on the timing of the return, the transmission control may be hindered.

  The power output device of the present invention, the automobile equipped with the power output device, and the method of controlling the power output device shift when the rotational speed detection means for detecting the rotational speed of the drive shaft is returned from the backup state by the other rotational speed detection means. An object is to avoid the occurrence of trouble in the control of the transmission means. In the state detection device of the present invention, when the rotational speed detection means for detecting the rotational speed of the drive shaft is restored from the backup state by the other rotational speed detection means, the determination of the state of the shift transmission means is hindered. The purpose is to avoid.

  In order to achieve the above object, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, the state detection 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,
A prime mover that can input and output power,
Shift transmission means for transmitting power between the rotating shaft of the prime mover and the drive shaft with a changeable gear ratio;
First rotational speed detection means for detecting the rotational speed of the drive shaft;
Second rotational speed detection means for detecting the rotational speed of the drive shaft in a manner different from the first rotational speed detection means;
When the first rotational speed detection means is in a usable state, the rotational speed detected by the first rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is disabled. In some cases, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is in the middle of changing the transmission gear ratio of the transmission transmission means. When the change is made from the unusable state to the usable state, the rotational speed detected by the second rotational speed detecting means after the change is completed is switched to the rotational speed detected by the first rotational speed detecting means. A rotation speed setting means for setting the rotation speed of the drive shaft;
And a shift control means for controlling the shift transmission means so that the gear ratio is changed based on the set rotational speed of the drive shaft when a change request for the transmission ratio in the transmission transmission means is made. And

  In the power output apparatus of the present invention, when the first rotation speed detection means for detecting the rotation speed of the drive shaft is in a usable state, the rotation speed detected by the first rotation speed detection means is set as the rotation speed of the drive shaft. When the first rotational speed detection means is in an unusable state, the rotational speed detected by the second rotational speed detection means for detecting the rotational speed of the drive shaft in a manner different from that of the first rotational speed detection means. The first rotational speed detection means cannot be used while the transmission gear ratio of the transmission transmission means that is set as the rotational speed and transmits the power between the rotating shaft of the prime mover and the drive shaft with a changeable transmission ratio is being changed. After the change is completed, the rotational speed of the drive shaft is set by switching from the rotational speed detected by the second rotational speed detecting means to the rotational speed detected by the first rotational speed detecting means after the change is completed. Shi Based on the rotational speed of the drive shaft is set when a change of gear ratio in the transmission mechanism request is made for controlling the speed change-transmission. Accordingly, the rotational speed of the drive shaft is changed by switching from the rotational speed detected by the second rotational speed detecting means to the rotational speed detected by the first rotational speed detecting means while the transmission gear ratio of the speed change transmission means is being changed. Since the setting is avoided, it is possible to avoid a problem in the control of the transmission transmission means when the first rotational speed detecting means is returned from the backup state by the second rotational speed detecting means.

  In such a power output apparatus of the present invention, the speed change request is a request made at a predetermined timing based on the rotational speed of the drive shaft, and the rotational speed setting means is the first rotational speed detection means. Is changed from the unusable state to the usable state, the speed change ratio of the transmission transmission means is not being changed, but the rotational speed of the drive shaft is expected to change the speed ratio. When in the rotational speed region, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the rotational speed of the drive shaft is the rotational speed region in which a change request for the gear ratio is expected If not, the rotation speed of the drive shaft may be set by switching from the rotation speed detected by the second rotation speed detection means to the rotation speed detected by the first rotation speed detection means. However, the rotation speed setting means may be configured such that when the first rotation speed detection means is changed from the unusable state to the usable state, and when the speed ratio of the shift transmission means is not being changed, The rotation speed of the drive shaft is set by switching from the rotation speed detected by the second rotation speed detection means to the rotation speed detected by the first rotation speed detection means, and is set by the rotation speed setting means. While the rotational speed of the drive shaft is switched from the rotational speed detected by the second rotational speed detection means to the rotational speed detected by the first rotational speed detection means, the shift transmission means Gear ratio change prohibiting means for prohibiting the change of the gear ratio may be provided. In this way, the gear ratio of the speed change transmission means is changed during the switching of the rotational speed of the drive shaft from the rotational speed detected by the second rotational speed detection means to the rotational speed detected by the first rotational speed detection means. Can be avoided. In these cases, the rotation speed setting means switches the rotation speed detected by the second rotation speed detection means from a rotation speed detected by the first rotation speed detection means with a predetermined gradual change process to the drive shaft. It can also be a means for setting the number of rotations. By so doing, the rotational speed set when setting the rotational speed of the drive shaft by switching from the rotational speed detected by the second rotational speed detection means to the rotational speed detected by the first rotational speed detection means changes suddenly. Can be suppressed. Here, the “predetermined slow change process” includes an annealing process and a rate process.

  Furthermore, in the power output apparatus of the present invention, the unusable state may be a state in which an abnormality of the first rotation speed detection means is determined.

  In the power output apparatus of the present invention, the internal combustion engine is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the third shaft, and based on the power input / output to / from any two of the three shafts. And a three-axis power input / output means for inputting / outputting power to the remaining one shaft with a predetermined rotational speed relationship, and a generator capable of inputting / outputting power to / from the third shaft. . In this case, the second rotation speed 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 generator rotation speed detection means for detecting the rotation speed of the rotation shaft of the generator. Calculating means for calculating the rotational speed of the drive shaft based on the detected rotational speed of the output shaft of the internal combustion engine, the detected rotational speed of the rotational shaft of the generator, and the predetermined rotational speed relationship; It can also be a means provided.

  In the power output apparatus of the present invention, the shift transmission means may be a transmission capable of changing a gear ratio with at least two shift stages.

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 the drive shaft, and a prime mover that can input and output power, and a changeable gear ratio. The transmission transmission means for transmitting power between the rotation shaft of the prime mover and the drive shaft, the first rotation speed detection means for detecting the rotation speed of the drive shaft, and the first rotation speed detection means are different from each other. And a second rotational speed detection means for detecting the rotational speed of the drive shaft and a rotational speed detected by the first rotational speed detection means when the first rotational speed detection means is in a usable state. The rotational speed is set as the rotational speed of the drive shaft when the first rotational speed detection means is in an unusable state, and the rotational speed detected by the second rotational speed detection means is set. The ratio has changed When the first rotational speed detection means changes from the unusable state to the usable state during the process, the first rotational speed is determined from the rotational speed detected by the second rotational speed detection means after the change is completed. A rotation speed setting means for setting the rotation speed of the drive shaft by switching to the rotation speed detected by the detection means; and when the transmission ratio change request in the transmission transmission means is made, the set rotation speed of the drive shaft A power output device comprising a shift control means for controlling the shift transmission means so as to change the speed ratio based on the vehicle is mounted, and the vehicle is driven with an axle connected to the drive shaft.

  In the 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, the first rotation speed detecting means is the first. When returning from the backup state by the two-rotation number detection means, it is possible to achieve an effect that can prevent the control of the transmission transmission means from being hindered. Here, the first rotation speed detection means may be a vehicle speed detection means for detecting a vehicle speed. The second rotational speed detection means may be a wheel speed detection means for detecting a wheel speed of a wheel connected to the axle.

The state detection device of the present invention is
A prime mover capable of inputting / outputting power, transmission transmission means for transmitting power between the rotary shaft of the prime mover and the drive shaft with a changeable gear ratio, and first rotational speed detection means for detecting the rotational speed of the drive shaft And a second rotational speed detection means for detecting the rotational speed of the drive shaft in a mode different from the first rotational speed detection means, and a state detection device for detecting the state of the shift transmission means in the power output device. There,
When the first rotational speed detection means is in a usable state, the rotational speed detected by the first rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is disabled. In some cases, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is used while the shift transmission means is being determined. When the state changes from the disabled state to the usable state, after the determination is completed, the rotational speed detected by the second rotational speed detecting means is switched to the rotational speed detected by the first rotational speed detecting means, and the driving is performed. A rotation speed setting means for setting the rotation speed of the shaft;
And a state determination unit that determines a state of the transmission transmission unit based on the set rotational speed of the drive shaft.

  In this state detection device of the present invention, when the first rotation speed detection means for detecting the rotation speed of the drive shaft is in a usable state, the rotation speed detected by the first rotation speed detection means is set as the rotation speed of the drive shaft. When the first rotational speed detection means is in an unusable state, the rotational speed detected by the second rotational speed detection means for detecting the rotational speed of the drive shaft in a manner different from that of the first rotational speed detection means. The first rotational speed detection means is set in the unusable state while the state of the transmission means for transmitting power between the rotary shaft and the drive shaft of the prime mover with the changeable gear ratio is determined. After the determination is completed, the rotational speed of the drive shaft is set by switching from the rotational speed detected by the second rotational speed detection means to the rotational speed detected by the first rotational speed detection means after the determination is completed. , It determines the state of the transmission mechanism based on the rotational speed of the constant is a drive shaft. Accordingly, the rotational speed of the drive shaft is set by switching from the rotational speed detected by the second rotational speed detecting means to the rotational speed detected by the first rotational speed detecting means while the state of the transmission transmission means is being determined. Therefore, when the first rotational speed detection means is returned from the backup state by the second rotational speed detection means, it is possible to avoid a problem in determining the state of the transmission transmission means.

The method for controlling the power output apparatus of the present invention includes:
A prime mover capable of inputting / outputting power, transmission transmission means for transmitting power between the rotary shaft of the prime mover and the drive shaft with a changeable gear ratio, and first rotational speed detection means for detecting the rotational speed of the drive shaft And a second rotational speed detection means for detecting the rotational speed of the drive shaft in a mode different from the first rotational speed detection means,
(A) When the first rotation speed detection means is in a usable state, the rotation speed detected by the first rotation speed detection means is set as the rotation speed of the drive shaft, and the first rotation speed detection means is used. When in a disabled state, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection is performed while the transmission gear ratio of the shift transmission means is being changed. When the means changes from the unusable state to the usable state, the rotational speed detected by the second rotational speed detecting means after the change is completed is changed to the rotational speed detected by the first rotational speed detecting means. Switch to set the rotation speed of the drive shaft,
(B) The gist is to control the speed change transmission means so that the speed change ratio is changed on the basis of the set rotational speed of the drive shaft when a change request of the speed change ratio in the speed change transmission means is made.

  According to the control method of the power output apparatus of the present invention, when the first rotation speed detection means for detecting the rotation speed of the drive shaft is in the usable state, the rotation speed detected by the first rotation speed detection means is set to the drive shaft. Rotation detected by the second rotational speed detection means for detecting the rotational speed of the drive shaft in a manner different from that of the first rotational speed detection means when the first rotational speed detection means is in an unusable state. The number of rotations is set as the rotation speed of the drive shaft, and the first rotation speed is detected while the transmission gear ratio of the shift transmission means for transmitting power between the rotation shaft of the prime mover and the drive shaft is changed with a changeable gear ratio. When the means is changed from the unusable state to the usable state, the drive shaft is switched from the rotational speed detected by the second rotational speed detecting means after the change is completed to the rotational speed detected by the first rotational speed detecting means. of Set rotation speed, to control the change speed transmission mechanism based on the rotational speed of the drive shaft is set when the gear ratio of the change request in the transmission mechanism is made. Accordingly, the rotational speed of the drive shaft is changed by switching from the rotational speed detected by the second rotational speed detecting means to the rotational speed detected by the first rotational speed detecting means while the transmission gear ratio of the speed change transmission means is being changed. Since the setting is avoided, it is possible to avoid a problem in the control of the transmission transmission means when the first rotational speed detecting means is returned from the backup state by the second rotational speed detecting 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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and the operating state of the engine 22 such as a crank angle θe from a crank position sensor 23 attached to a crankshaft 26 of the engine 22. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 that receives signals from various sensors for detecting the fuel is subjected to 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 motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the 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 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

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

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

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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 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 V1 from the vehicle speed sensor 88 attached to the ring gear shaft 32a, etc. are input via the input port. Has been. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  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.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  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 V1 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, gear ratio Gr of transmission 60, and the like are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated by the engine ECU 24 based on the crank angle θe detected by the crank position sensor 23 and is 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 by the battery ECU 52 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. For the gear ratio Gr of the transmission 60, either the gear ratio Ghi of the Hi gear or the gear ratio Glo of the Lo gear is input as the gear ratio Gr based on the state of the gear when the speed ratio is changed. .

  When the data is thus input, the state of the vehicle speed sensor 88 is checked (step S110), and it is determined whether or not the vehicle speed sensor 88 is normal (step S120). Here, in the embodiment, the state of the vehicle speed sensor 88 determines whether or not the signal from the vehicle speed sensor 88 is interrupted, whether or not the signal from the vehicle speed sensor 88 is outside the normally assumed range, and the like. Can be examined. When it is determined that the vehicle speed sensor 88 is normal, it is determined whether or not the flag F is 1 (step S130). Here, the flag F is set to 0 as an initial value by an initialization routine (not shown) when this routine is first executed. Considering the state in which the flag F has not been set since the first execution of this routine, the flag F is set to 0, so a negative determination is made in step S130, and the vehicle speed The vehicle speed V1 detected by the sensor 88 is set to the vehicle speed V (step S160).

  When the vehicle speed V is set, the required torque Tr * required for the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b is set based on the accelerator opening Acc and the vehicle speed V, and from the engine 22 The required power Pe * to be output is set (step S200). Here, in the embodiment, the required torque Tr * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque Tr * is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map. The required power Pe * is set to a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and a sum of the charge / discharge required power Pb * and the loss Loss. . Here, the rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion coefficient k. Further, the charge / discharge required power Pb * can be set based on the remaining capacity SOC and the accelerator opening degree Acc.

  When the required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * and an operation line for operating the engine 22 efficiently (step S210). FIG. 5 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 with a constant required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * of the engine 22 is set, 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 (= the number of teeth of the sun gear 31) / The number of teeth of the ring gear 32) is used to set the target rotational speed Nm1 * of the motor MG1 by the following formula (1), and the following formula (2) based on the set target rotational speed Nm1 * and the current rotational speed Nm1: ) To set the torque command Tm1 * of the motor MG1 (step S220). FIG. 6 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. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). 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. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). 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 (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” 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. 6 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. The torque transmitted to the motor and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a. Different description

Nm1 * = (Ne * ・ (1 + ρ) -k ・ V) / ρ (1)
Tm1 * = previous time Tm1 * + KP (Nm1 * -Nm1) + KI∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 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 transmission 60. In order to apply the torque Tr * to the ring gear shaft 32a, a torque command Tm2 * to be output from the motor MG2 is set by the following equation (3) (step S230). Equation (3) can be easily derived based on the torque relationship in the nomograph of FIG.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  Then, the transmission ratio change determination of the transmission 60 is performed (step S240), and it is determined whether or not the transmission ratio needs to be changed (step S250). Here, in the embodiment, the gear ratio change determination is performed using the gear ratio change determination map based on the required torque Tr *, the vehicle speed V, and the current gear state. An example of the gear ratio change determination map is shown in FIG. In the figure, “Lhi” is an upshift transmission line for changing the gear state of the transmission 60 from Lo gear to Hi gear, and “Llo” is for changing the gear state of the transmission 60 from Hi gear to Lo gear. This is a downshift transmission line. In the embodiment, for ease of explanation, the upshift transmission line Lhi is shown as a straight line of the vehicle speed Vhi, and the downshift transmission line Llo is shown as a straight line of the vehicle speed Vlo. For this reason, the gear ratio is changed regardless of the required torque Tr *.

  When it is determined that there is no need to change the gear ratio of the transmission 60, the target rotational speed Ne * and the target torque Te * set in step S210 are transmitted to the engine ECU 24, and the torque command Tm1 set in steps S220 and S230. *, Tm2 * are transmitted to the motor ECU 40 (step S270), and this routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. 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.

  On the other hand, when it is determined that it is necessary to change the gear ratio of the transmission 60, the start of execution of the shift process is instructed (step S260), and the set values set in steps S210 to S230 are set to the engine ECU 24 and the motor ECU 40. (Step S270), and this routine ends. When this instruction is given, the hybrid electronic control unit 70 executes a shift process routine illustrated in FIG. 8 in parallel with the drive control routine. In the shift process routine, first, a change direction of the gear ratio of the transmission 60 is determined (step S300). When changing from the Lo gear to the Hi gear, that is, upshifting, the brake B2 is turned off (step S310), the brake B1 is frictionally engaged (step S320), and the rotational speed Nm2 of the motor MG2 and the vehicle speed V are input. (Step S330), the rotation speed Nm2 * (= k · V · Ghi) of the motor MG2 after the shift is calculated based on the input vehicle speed V, the conversion factor k, and the gear ratio Ghi of the Hi gear (step S340), The process returns to step S330 and repeats the process until the input rotation speed Nm2 of the motor MG2 reaches the calculated rotation speed Nm2 * vicinity (step S350), and the rotation speed Nm2 reaches the rotation speed Nm2 * vicinity after the shift. Sometimes the brake B1 is completely turned on (step S360), and the gear ratio Gr of the transmission 60 used in the drive control routine Set the gear ratio Ghi of Hi gear (step S370), and ends the shift process. On the other hand, when changing from the Hi gear to the Lo gear, that is, when downshifting, the brake B1 is turned off (step S380), the rotational speed Nm2 of the motor MG2 and the vehicle speed V are input (step S390), and the input vehicle speed V and The speed Nm2 * (= k · V · Glo) of the motor MG2 after the speed change is calculated from the conversion factor k and the gear ratio Glo of the Lo gear (step S400), and the speed change calculated by the speed Nm2 of the input motor MG2 is calculated. The process returns to step S390 and repeats the process until it reaches the vicinity of the subsequent rotation speed Nm2 * (step S410). When the rotation speed Nm2 reaches the vicinity of the rotation speed Nm2 * after the shift, the brake B2 is turned on (step S420). The gear ratio Glo of the Lo gear is set to the gear ratio Gr of the transmission 60 used in the drive control routine (step S430), and the shift process is performed. To the end. When the gear state of the transmission 60 is changed from the Hi gear to the Lo gear, a positive torque is output from the motor MG2 when the brake B1 is turned off and the ring gear shaft 32a is disconnected from the motor MG2. Sometimes the rotational speed Nm2 of the motor MG2 increases, so that the process of turning on the brake B2 after waiting for the rotational speed Nm2 to reach the vicinity of the rotational speed Nm2 * after the shift is performed, and a sufficiently positive torque is output from the motor MG2. If not, the torque command Tm2 * is adjusted so that sufficient positive torque is output from the motor MG2 until the rotation speed Nm2 of the motor MG2 reaches the vicinity of the rotation speed Nm2 * after the shift, and the brake B2 is turned on. Become.

  Returning to the drive control routine of FIG. 3, if it is determined in step S120 that the vehicle speed sensor 88 is not normal, that is, abnormal, the flag F is set to 1 (step S170), and the input engine speed Ne and the motor are input. Based on the rotational speed Nm1 of MG1 and the gear ratio ρ of the power distribution and integration mechanism 30, the vehicle speed V2 for backup is calculated by the following equation (4) (step S180). In addition, following Formula (4) can be derived | led-out easily based on the relationship of the rotation speed of the alignment chart of FIG. 6 mentioned above. When the vehicle speed V2 for backup is calculated, the calculated vehicle speed V2 is set to the vehicle speed V (step S190), the processing after step S200 described above is executed, and this routine is terminated. Therefore, even when the vehicle speed sensor 88 is not normal, the required torque Tr *, the required power Pe *, and the target rotational speed Nm1 * can be set based on the backup vehicle speed V2, and the speed ratio of the transmission 60 can be set. The shift process can be performed by determining the change. However, since the backup vehicle speed V2 is not optimized with respect to the vehicle speed V, there is a slight deviation from the vehicle speed V1 from the vehicle speed sensor 88 that is optimized with respect to the vehicle speed V. There is.

  V2 = k ・ (Ne ・ (1 + ρ) −Nm1 ・ ρ) (4)

  When the abnormality of the vehicle speed sensor 88 is temporary and its function is restored, the vehicle speed sensor 88 is determined to be normal in step S120 and the flag F is determined to be 1 in step S130. It is determined whether the gear ratio of the machine 60 is being changed (during gear shifting) (step S140), and when it is determined that the transmission 60 is shifting, a backup vehicle speed V2 is calculated (step S180). Then, the calculated vehicle speed V2 for backup is set to the vehicle speed V (step S190), the processing after step S200 is executed, and this routine is finished. On the other hand, when it is determined that the transmission 60 is not shifting, the flag F is set to 0 (step S150), and the vehicle speed V1 detected by the vehicle speed sensor 88 is set to the vehicle speed V (step S160). The processing after S200 is executed and this routine is terminated. Thus, even when the function of the vehicle speed sensor 88 is restored, when the transmission 60 is shifting, the vehicle speed V2 for backup is set as the vehicle speed V until the shifting is completed. This is because if the vehicle speed V is switched from the backup vehicle speed V2 to the vehicle speed V1 from the vehicle speed sensor 88 while the transmission 60 is shifting, the transmission 60 is based on the vehicle speed V as shown in the shift process of FIG. This is based on the fact that trouble (shift shock, etc.) may occur when changing the gear ratio.

  According to the hybrid vehicle 20 in the embodiment described above, when the vehicle speed sensor 88 is not in a normal state, the backup vehicle speed V2 is set as the vehicle speed V instead of the vehicle speed V1 from the vehicle speed sensor 88, and the transmission 60 is controlled. After that, when the function of the vehicle speed sensor 88 is restored, when the transmission 60 is shifting, the backup vehicle speed V2 is maintained, and after the shift is completed, the vehicle speed V is changed from the backup vehicle speed V2 to the vehicle speed sensor 88. Since the vehicle speed V1 is switched from the vehicle speed V1 to the vehicle speed V1 from the backup vehicle speed V2 during the shift, it is possible to prevent the transmission 60 from being disturbed. .

  In the hybrid vehicle 20 of the embodiment, the vehicle speed V2 for backup is obtained by calculation based on the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30. It may be obtained based on wheel speeds from wheel speed sensors (not shown) attached to the wheels 39a, 39b, or may be obtained based on detection values from other sensors. In the hybrid vehicle 20 of the embodiment, the vehicle speed sensor 88 is attached to the ring gear shaft 32a as a drive shaft. However, the vehicle speed sensor 88 is not limited to being attached to the ring gear shaft 32a, and is attached to the drive wheels 39a and 39b. It is good also as what also serves. In this case, although the wheel speed sensor cannot be used as the vehicle speed V2 for backup, the backup speed is determined based on the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30. Vehicle speed V2 can be used.

  In the hybrid vehicle 20 of the embodiment, the speed ratio of the transmission 60 is changed using the speed change processing routine of FIG. 8, but an abnormality of the speed change 60 is determined while the speed ratio is being changed. It may be a thing. The abnormality determination of the transmission 60 is obtained, for example, by multiplying the vehicle speed V by the conversion coefficient k after waiting for the time required for the change (for example, about 200 msec to 400 msec) when changing the transmission ratio of the transmission 60. It is determined whether or not the speed ratio of the transmission 60 has been changed by comparing the speed Nr2 of the ring gear shaft 32a multiplied by the speed reduction ratio of the changed gear state with the speed Nm2 of the motor MG2. Can be done. Even in this case, since the vehicle speed V is not switched from the backup vehicle speed V2 to the vehicle speed V1 from the vehicle speed sensor 88 while the abnormality of the transmission 60 is being determined, the abnormality determination of the transmission 60 is more appropriate. Can be done.

  In the hybrid vehicle 20 of the embodiment, when the vehicle speed sensor 88 determined to be abnormal recovers its function, the vehicle speed V is switched from the backup vehicle speed V2 to the vehicle speed V1 from the vehicle speed sensor 88 at a time. The vehicle speed V may be gradually switched from the vehicle speed V2 for backup to the vehicle speed V1 from the vehicle speed sensor 88 by using a slow change process such as a better process or a rate process. As described above, since the vehicle speed V2 for backup is not optimized with respect to the vehicle speed V, a deviation occurs with respect to the vehicle speed V1 from the optimized vehicle speed sensor 88. Therefore, when the vehicle speed V is switched from the backup vehicle speed V2 to the vehicle speed V1 from the vehicle speed sensor 88 by using the gradual change process, it is possible to suppress the vehicle speed V from changing suddenly. FIG. 9 shows an example of a part of a drive control routine of a modified example when the vehicle speed V is switched from the vehicle speed V2 for backup to the vehicle speed V1 from the vehicle speed sensor 88 by the annealing process. In the drive control routine of FIG. 9, the vehicle speed sensor 88 determined to be abnormal recovers its function, the vehicle speed sensor 88 is determined to be normal in step S120, and the flag F is determined to be 1 in step S130. If it is determined in step S140 that the transmission 60 is not shifting, it is determined whether or not the gear state of the transmission 60 is the Lo gear (step S300). When it is determined that the gear state of the transmission 60 is Lo gear, is the vehicle speed V1 from the vehicle speed sensor 88 smaller than the vehicle speed (= Vhi−α) obtained by subtracting a predetermined value α from the vehicle speed Vhi of the upshift transmission line Lhi. In other words, it is determined whether the vehicle speed V1 is outside the region surrounded by the straight line of the vehicle speed Vhi and the straight line of the vehicle speed Vhi-α illustrated in FIG. 10 (step S310). Is determined (step S180), the calculated backup vehicle speed V2 is set to the vehicle speed V (step S190), and the vehicle speed V1 is less than the vehicle speed obtained by subtracting the predetermined value α from the vehicle speed Vhi. When it is determined that the value is smaller, the flag F is set to 0 (step S330), and the vehicle speed V is smoothed until a predetermined time elapses. The transition processing calculated by the following equation (5) is performed (steps S340 and S350), and the vehicle speed V1 from the vehicle speed sensor 88 is set to the vehicle speed V when a predetermined time has elapsed (step S360). Here, “τ” in equation (5) is a time constant of the annealing process, and is defined in the range of value 0 to value 1. Further, the predetermined time is set as the time required for the migration process. Thus, even when the transmission 60 is not shifting, the vehicle speed V2 is set to the vehicle speed V when the vehicle speed V1 is equal to or higher than the vehicle speed obtained by subtracting the predetermined value α from the vehicle speed Vhi on the upshift transmission line Lhi. Since it takes time to switch the vehicle speed V from the backup vehicle speed V2 to the vehicle speed V1 from the vehicle speed sensor 88 by the annealing process, the vehicle speed V exceeds the vehicle speed Vhi of the upshift transmission line Lhi during this time. This is to avoid the occurrence of trouble in the control due to the start of the 60 shift. Therefore, the predetermined value α is determined in consideration of the time required for the annealing process. Similarly, when it is determined in step S300 that the gear state of the transmission 60 is not the Lo gear, that is, the Hi gear state, the vehicle speed V1 from the vehicle speed sensor 88 sets the predetermined value α to the vehicle speed Vlo of the downshift transmission line Llo. It is determined whether the vehicle speed is greater than the added vehicle speed (= Vlo + α), that is, whether the vehicle speed V1 is outside the region surrounded by the straight line of the vehicle speed Vlo and the straight line of the vehicle speed Vlo + α illustrated in FIG. 10 (step S320). When the vehicle speed is equal to or lower than the vehicle speed obtained by adding the predetermined value α to the vehicle speed, the backup vehicle speed V2 is calculated (step S180), the calculated backup vehicle speed V2 is set to the vehicle speed V (step S190), When it is determined that the vehicle speed is greater than the vehicle speed V to which α is added, the vehicle speed V is calculated by the equation (5) until a predetermined time has elapsed (step S34). 0, S350), when the predetermined time has elapsed, the vehicle speed V1 from the vehicle speed sensor 88 is set to the vehicle speed V (step S360). In the drive control routine of this modification, the processes in steps S310 and S320 are performed using the vehicle speed V1 from the vehicle speed sensor 88, but may be performed using the backup vehicle speed V2.

  V = τ ・ Previous V + (1-τ) ・ V1 (5)

  In the drive control routine of the modified example of FIG. 9, even if the transmission 60 is not shifting, the gear state of the transmission 60 is Lo, and the vehicle speed V1 is changed from the vehicle speed Vhi of the upshift transmission line Lhi in step S310. When the vehicle speed is equal to or higher than the vehicle speed obtained by reducing the predetermined value α, or when the gear state of the transmission 60 is the Hi gear, the vehicle speed V1 is greater than or equal to the vehicle speed obtained by adding the predetermined value α to the vehicle speed Vlo of the downshift transmission line Llo in step S320 In some cases, the vehicle speed V2 for backup is set to the vehicle speed V. However, when the transmission 60 is not shifting, the vehicle speed V is switched from the vehicle speed V2 for backup to the vehicle speed V1 from the vehicle speed sensor 88 by a gradual change process. During this switching, the change of the gear ratio may be prohibited regardless of the change of the gear ratio in step S240 of the routine of FIG. .

  In the hybrid vehicle 20 of the embodiment, the transmission 60 has two shift stages for switching between the Hi gear and the Lo gear, but may be a transmission having three or more shift stages. When a process corresponding to the process of steps S300 to S320 of the drive control routine of FIG. 9 is executed in a hybrid vehicle equipped with a transmission of three or more stages, the gear state of the transmission other than the highest or lowest order is determined. It is sufficient to determine whether the vehicle speed of the upshift transmission line is smaller than the vehicle speed obtained by subtracting the predetermined value α and greater than the vehicle speed obtained by adding the predetermined value α from the vehicle speed of the downshift transmission line.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 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 wheels 39c and 39d in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the present invention is applied to a hybrid vehicle including an engine and a motor. However, the present invention may be applied to an electric vehicle including only a motor without an engine. The vehicle includes only an engine without a motor. It is good also as what applies to.

  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.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 3 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70 of a hybrid vehicle 20 according to an embodiment of the present invention. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 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 of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of the map for gear ratio change determination. It is a flowchart which shows an example of a shift process routine. It is a flowchart which shows an example of the drive control routine of a modification. It is explanatory drawing which shows an example of the area | region which prohibits switching from the vehicle speed V2 for backup to the vehicle speed V1 from the vehicle speed sensor 88. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39b wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 Rotating shaft, 50 battery, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion gear, 63b Second pinion gear, 64 carrier, 65 sun gear, 66 Ring gear, 67 pinion gear, 68 carrier, 70 Electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever , 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor, B1, B2 Brake.

Claims (13)

A power output device that outputs power to a drive shaft,
A prime mover that can input and output power,
Shift transmission means for transmitting power between the rotating shaft of the prime mover and the drive shaft with a changeable gear ratio;
First rotational speed detection means for detecting the rotational speed of the drive shaft;
Second rotational speed detection means for detecting the rotational speed of the drive shaft in a manner different from the first rotational speed detection means;
When the first rotational speed detection means is in a usable state, the rotational speed detected by the first rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is disabled. In some cases, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is in the middle of changing the transmission gear ratio of the transmission transmission means. When the change is made from the unusable state to the usable state, the rotational speed detected by the second rotational speed detecting means after the change is completed is switched to the rotational speed detected by the first rotational speed detecting means. A rotation speed setting means for setting the rotation speed of the drive shaft;
A power output device comprising: a shift control unit that controls the shift transmission unit so that the gear ratio is changed based on the set rotation speed of the drive shaft when a request for changing the transmission ratio in the transmission unit is made. . The power output device according to claim 1,
The change ratio change request is a request made at a predetermined timing based on the rotational speed of the drive shaft,
The rotation speed setting means is not in the middle of changing the gear ratio of the shift transmission means when the first rotation speed detection means changes from the unusable state to the usable state, but the drive shaft Is set as the rotational speed of the drive shaft, and the rotational speed of the drive shaft is set to the rotational speed detected by the second rotational speed detection means. Is switched from the rotation speed detected by the second rotation speed detection means to the rotation speed detected by the first rotation speed detection means when the change ratio change request is not in the expected rotation speed region. A power output device that is a means for setting the number of rotations. The power output device according to claim 1,
The rotation speed setting means is configured to rotate the second rotation speed when the first rotation speed detection means is changed from the unusable state to the usable state and when the speed ratio of the shift transmission means is not being changed. A means for switching the rotation speed detected by the number detection means to the rotation speed detected by the first rotation speed detection means and setting the rotation speed of the drive shaft;
The rotational speed of the drive shaft set by the rotational speed setting means is being switched from the rotational speed detected by the second rotational speed detection means to the rotational speed detected by the first rotational speed detection means. Includes a transmission ratio change prohibiting unit that prohibits a change of the transmission ratio in the transmission transmission unit.   The rotation speed setting means switches the rotation speed of the drive shaft from the rotation speed detected by the second rotation speed detection means to a rotation speed detected by the first rotation speed detection means with a predetermined gradual change process. 4. The power output apparatus according to claim 2, which is a means for setting.   The power output device according to any one of claims 1 to 4, wherein the unusable state is a state in which an abnormality of the first rotation speed detection means is determined. The power output device according to any one of claims 1 to 5,
An internal combustion engine;
The remaining one shaft is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and has a predetermined rotational speed relationship based on the power input to and output from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from
A generator capable of inputting and outputting power to the third shaft;
A power output device comprising:   The second rotation speed detection means includes an engine rotation speed detection means for detecting the rotation speed of the output shaft of the internal combustion engine, a generator rotation speed detection means for detecting the rotation speed of the rotation shaft of the generator, and the detection. Means for calculating the rotational speed of the drive shaft based on the rotational speed of the output shaft of the internal combustion engine, the detected rotational speed of the rotational shaft of the generator, and the predetermined rotational speed relationship; The power output apparatus according to claim 6.   The power output device according to any one of claims 1 to 7, wherein the transmission means is a transmission capable of changing a transmission ratio with at least two transmission stages.   An automobile mounted with the power output apparatus according to any one of claims 1 to 8 and having an axle connected to the drive shaft.   The automobile according to claim 9, wherein the first rotational speed detection means is a vehicle speed detection means for detecting a vehicle speed.   The automobile according to claim 9 or 10, wherein the second rotation speed detection means is a wheel speed detection means for detecting a wheel speed of a wheel connected to the axle. A prime mover capable of inputting / outputting power, transmission transmission means for transmitting power between the rotary shaft of the prime mover and the drive shaft with a changeable gear ratio, and first rotational speed detection means for detecting the rotational speed of the drive shaft And a second rotational speed detection means for detecting the rotational speed of the drive shaft in a mode different from the first rotational speed detection means, and a state detection device for detecting the state of the shift transmission means in the power output device. There,
When the first rotational speed detection means is in a usable state, the rotational speed detected by the first rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is disabled. In some cases, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection means is used while the shift transmission means is being determined. When the state changes from the disabled state to the usable state, after the determination is completed, the rotational speed detected by the second rotational speed detecting means is switched to the rotational speed detected by the first rotational speed detecting means, and the driving is performed. A rotation speed setting means for setting the rotation speed of the shaft;
A state detection device comprising: state determination means for determining the state of the shift transmission means based on the set rotational speed of the drive shaft. A prime mover capable of inputting / outputting power, transmission transmission means for transmitting power between the rotary shaft of the prime mover and the drive shaft with a changeable gear ratio, and first rotational speed detection means for detecting the rotational speed of the drive shaft And a second rotational speed detection means for detecting the rotational speed of the drive shaft in a mode different from the first rotational speed detection means,
(A) When the first rotation speed detection means is in a usable state, the rotation speed detected by the first rotation speed detection means is set as the rotation speed of the drive shaft, and the first rotation speed detection means is used. When in a disabled state, the rotational speed detected by the second rotational speed detection means is set as the rotational speed of the drive shaft, and the first rotational speed detection is performed while the transmission gear ratio of the shift transmission means is being changed. When the means changes from the unusable state to the usable state, the rotational speed detected by the second rotational speed detecting means after the change is completed is changed to the rotational speed detected by the first rotational speed detecting means. Switch to set the rotation speed of the drive shaft,
(B) A control method for a power output device that controls the speed change transmission means so that the speed change ratio is changed based on the set rotational speed of the drive shaft when a request for changing the speed ratio in the speed change transmission means is made. .

Images