JP2007203875A - Power output device, drive, method for controlling them, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an unexpected driving force from being output when the torque transfer of a transmission is not sufficient and to deal with such a situation more appropriately. <P>SOLUTION: If the high pressure generating system of a hydraulic circuit in the transmission fails and the torque transfer capacity of the transmission is not sufficient, the line pressure of the hydraulic circuit is fixed at low pressure and shifts are inhibited to limit the torque of a motor MG 2 (S160-S180). During a motor-driven mode, the start of the engine is inhibited (S200). During an engine-driven mode, the intermittent operation of the engine is inhibited (S230). In this way, the torque of the motor MG 2 can be transferred within the range of the torque transfer capacity of the transmission and the output of unexpected torque can be avoided at the start of the engine. As a result, a situation in which the torque transfer capacity of the transmission is insufficient can be dealt with more appropriately. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output device, a drive device, a control method thereof, and a vehicle.

Conventionally, this type of power output apparatus includes an engine, a planetary gear mechanism in which a carrier is connected to the output shaft of the engine and a ring gear on the axle side, and a sun gear of the planetary gear mechanism. A vehicle-mounted one including a motor / generator 1 and a second motor / generator connected to the axle side via a transmission and capable of inputting / outputting power has been proposed (for example, see Patent Document 1). . In this device, when the engine is started by driving the first motor / generator, the torque output from the ring gear to the axle side by the engine motoring is canceled by the second motor / generator. The driving force is prevented from being output to the axle side as the engine starts.
JP 2004-255901 A

  However, in the above-described power output device, when the torque cannot be sufficiently transmitted by the transmission, the torque output from the ring gear to the axle side as the engine starts is completely canceled by the second motor / generator. In some cases, the driving force may be output to the axle as the engine starts, and an unexpected driving force is output. Therefore, it is necessary to appropriately cope with the case where torque transmission by such a transmission cannot be performed sufficiently.

  One of the objects of the power output device, the drive device, the control method, and the vehicle according to the present invention is to suppress the output of an unexpected drive force when the transmission of the torque of the transmission is not sufficient. Another object of the power output device, the drive device, the control method thereof, and the vehicle according to the present invention is to appropriately deal with the case where the transmission of the torque of the transmission is not sufficient.

  The power output device, the drive device, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve at least a part of the above-described object.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor that inputs and outputs power;
Transmission means for transmitting power with a change in transmission ratio between the rotating shaft of the electric motor and the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
During normal transmission in which the speed change means can operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, a driving force based on the set required driving force is output to the driving shaft with intermittent operation of the internal combustion engine. The internal combustion engine, the power power input / output means, the electric motor, and the speed change means are controlled so that the speed change means cannot be operated with a drive force transfer capacity that is greater than the predetermined transfer capacity. Control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the transmission means so that a driving force based on the set required driving force is output to the drive shaft without starting the engine. When,
It is a summary to provide.

  In the first power output apparatus of the present invention, the speed change means for transmitting power with a change in speed ratio between the rotating shaft and the drive shaft of the electric motor operates with a drive force transmission capacity greater than a predetermined transmission capacity. During normal transmission, the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are configured so that a drive force based on a required drive force required for the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine. To control. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, at the time of abnormal transmission in which the speed change means cannot operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, the internal combustion engine is configured so that a driving force based on the required driving force is output to the drive shaft without starting the internal combustion engine The power drive input / output means, the motor, and the speed change means are controlled. As a result, the internal combustion engine is not started together with the motoring of the internal combustion engine by the electric power drive input / output means, so that the torque output to the drive shaft during the motoring of the internal combustion engine is output via the speed change means. There is no need to cancel due to torque from the motor. As a result, it is possible to suppress an unexpected driving force from being output to the drive shaft at the time of starting the internal combustion engine, and an abnormal transmission in which the transmission means cannot operate with a driving force transmission capacity greater than a predetermined transmission capacity. It is possible to deal appropriately with time.

  In such a first power output apparatus of the present invention, the control means drives based on the set required driving force with the continuation of the operation of the internal combustion engine when the internal combustion engine is operated during the abnormality transmission. Force is output to the drive shaft, and when the internal combustion engine is stopped when the abnormality is transmitted, a drive force based on the set required drive force is generated with the continuation of the operation stop of the internal combustion engine. It may be a means for controlling to output to the drive shaft. By continuing the operation when the internal combustion engine is operating, the necessity of starting the internal combustion engine can be eliminated.

  In the first power output apparatus of the present invention, the control means may output the driving force from the electric motor within the range of the transmission capacity of the driving force that can be transmitted by the speed change means during the abnormal transmission. It can also be a means for controlling. If it carries out like this, the driving force from an electric motor can be output to a drive shaft within the range of the capacity | capacitance of the driving force which a transmission means can transmit.

  Further, in the first power output apparatus of the present invention, the control means may be means for controlling the speed change means so that the speed ratio of the speed change means is not changed during the transmission of the abnormality. . By so doing, it is possible to maintain this state, and it is possible to suppress a situation in which the driving force cannot be transmitted by the speed change means as the speed ratio is changed.

  Alternatively, in the first power output apparatus of the present invention, the speed change means is a means for shifting the speed ratio by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure. The control means may be means for controlling the abnormality transmission when the first hydraulic pressure cannot be formed by the hydraulic circuit. In this case, the control means may be means for controlling the transmission means so that the formation of the second hydraulic pressure is continued by the hydraulic circuit when the transmission is abnormal. If it carries out like this, a transmission means can be operated within the range which can be operated by formation of the 2nd oil pressure, and driving force from an electric motor can be outputted to a drive shaft.

  In the first power output apparatus of the present invention in which the speed ratio is changed by the hydraulic circuit described above, the speed change means is means for changing the speed ratio according to the engagement state of a plurality of clutches operated by the hydraulic circuit. The control means may be means for controlling the electric motor so that no driving force is output from the electric motor when the plurality of clutches cannot be engaged or disengaged. In this way, it is possible to avoid inconveniences such as damage to the speed change means due to the driving force from the electric motor or rotation of the electric motor at a high speed. In this case, the speed change means may be means for separating the rotating shaft of the electric motor from the drive shaft when the plurality of clutches cannot be engaged or disengaged. In this way, since it is impossible to engage or disengage a plurality of clutches, it is possible to avoid rotating the motor.

  Further, in the first power output device of the present invention, a rotation shaft rotation number detecting means for detecting a rotation shaft rotation number that is a rotation number of the rotation shaft of the electric motor, and a drive shaft rotation number that is the rotation number of the drive shaft. Drive shaft rotational speed detection means for detecting the rotational speed difference between the detected rotational shaft rotational speed and the detected rotational speed of the drive shaft over a predetermined time. It may be a means for controlling when the abnormality is transmitted when the difference is greater than or equal to the number difference. In this way, it is possible to determine that the transmission capacity of the driving force of the transmission means is less than the predetermined transmission amount based on the rotational speed difference between the rotational shaft rotational speed and the drive shaft rotational speed. In this case, the control means determines that the rotational speed difference is greater than or equal to the predetermined time from when the rotational speed difference between the detected rotational shaft rotational speed and the detected drive shaft rotational speed is greater than or equal to the predetermined rotational speed difference. The motor may be a means for controlling the electric motor so that the electric motor is not subjected to regenerative control until the difference in rotation speed is equal to or greater than the predetermined rotational speed. In this way, when the braking force is applied to the drive shaft, the braking control is performed without outputting the braking force from the electric motor, so that the transmission capacity of the driving force by the transmission transmission means becomes less than the predetermined transmission capacity. Thus, even when the braking force from the electric motor cannot be output, the necessary braking force can be applied to the drive shaft.

  In the first power output apparatus of the present invention, there is provided fixing means for fixing the drive shaft so as not to rotate, and when the internal combustion engine is stopped during the abnormal transmission, the rotation of the drive shaft is stopped and the fixing means is provided. Thus, the internal combustion engine can be started when the drive shaft is fixed, and the operation of the started internal combustion engine can be continued. In this way, the internal combustion engine can be started without outputting an unexpected driving force to the drive shaft, and the subsequent start of the internal combustion engine can be eliminated.

  In the first power output device of the present invention, the control means is a means for controlling the electric motor so that no driving force is output from the electric motor when the transmission means cannot transmit the driving force when the abnormality is transmitted. It can also be. In this way, it is possible to avoid inconveniences such as damage to the speed change means due to the driving force from the electric motor or rotation of the electric motor at a high speed.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor that inputs and outputs power;
Actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil, and shifting between the rotating shaft of the electric motor and the drive shaft Transmission means for transmitting power with a ratio change;
A power storage means for exchanging power with the power drive input / output means and the motor;
Mechanical pressurizing means for pressurizing the hydraulic oil using power from the internal combustion engine;
Electric pressurizing means for pressurizing the hydraulic oil using electric power from the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
At normal time when no abnormality occurs, the driving force based on the set required driving force is accompanied by the change of the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure and the intermittent operation of the internal combustion engine. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the operation of the internal combustion engine is prohibited due to an abnormality. The internal combustion engine is configured such that a driving force based on the set required driving force is output to the drive shaft with the prohibition of the change of the transmission gear ratio of the transmission device and the transmission of the power of the transmission device by the second hydraulic pressure. Control means for controlling the engine, the power drive input / output means, the electric motor, and the speed change means;
It is a summary to provide.

  In the second power output device of the present invention, at normal times when no abnormality has occurred, the change of the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure smaller than this and the intermittent operation of the internal combustion engine are involved. Then, the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, when the operation of the internal combustion engine is prohibited due to an abnormality, it is based on the required driving force with the stop of the operation of the internal combustion engine, the prohibition of changing the speed ratio of the speed change means, and the transmission of the power of the speed change means by the second hydraulic pressure. The internal combustion engine, the power drive input / output means, the electric motor, and the transmission means are controlled so that the drive force is output to the drive shaft. That is, in the state where the mechanical pressurizing means is not activated due to the prohibition of the operation stop of the internal combustion engine based on the abnormality, the transmission of the power of the speed change means by the low-pressure second hydraulic pressure is performed and the speed change is prohibited. . Thereby, it is possible to cope with the case where the first hydraulic pressure cannot be sufficiently obtained only by the operation of the electric pressurizing means.

  In such a second power output apparatus of the present invention, when the operation of the internal combustion engine is prohibited due to the abnormality, the control means removes from the electric motor within the range of the transmission capacity of the driving force that can be transmitted by the speed change means. It may be a means for controlling the electric motor to output a driving force. If it carries out like this, the driving force from an electric motor can be output to a drive shaft within the range of the capacity | capacitance of the driving force which a transmission means can transmit.

  The vehicle of the present invention is the first or second power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, Power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting and outputting power and power to and from the output shaft and the drive shaft; An electric motor, a transmission means for transmitting power with a change in gear ratio between the rotating shaft of the electric motor and the drive shaft, an electric power input / output means and an electric storage means for exchanging electric power with the electric motor, The required drive force setting means for setting the required drive force required for the drive shaft, and the intermittent operation of the internal combustion engine at the time of normal transmission in which the speed change means can operate with a drive capacity greater than a predetermined transfer capacity. Along with the set The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that a drive force based on the drive force is output to the drive shaft, and the speed change means has a drive force greater than the predetermined transmission capacity. The internal combustion engine and the power power input / output so that a driving force based on the set required driving force is output to the drive shaft without starting the internal combustion engine at the time of abnormal transmission that cannot be operated with a transmission capacity of A first power output device according to the present invention, or a power output device for outputting power to a drive shaft, comprising: an internal combustion engine; and the internal combustion engine An electric power input / output means connected to the output shaft and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft with input / output of electric power and power, an electric motor for inputting / outputting power, Pressure The gear ratio is changed between the rotating shaft of the motor and the drive shaft by operating with a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using the hydraulic oil Transmission means for transmitting power with power, storage means for exchanging power with the electric power input / output means and the electric motor, and mechanical pressurizing means for pressurizing the hydraulic oil using the power from the internal combustion engine And an electric pressurizing unit that pressurizes the hydraulic oil using electric power from the power storage unit, a required driving force setting unit that sets a required driving force required for the drive shaft, and a normal in which no abnormality has occurred Sometimes a driving force based on the set required driving force is output to the drive shaft with a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure and an intermittent operation of the internal combustion engine. The internal combustion engine and the electric The power / power input / output means, the electric motor, and the speed change means are controlled, and when the operation of the internal combustion engine is prohibited due to an abnormality, the operation stop of the internal combustion engine and the change of the speed ratio of the speed change means are prohibited. The internal combustion engine, the power power input / output means, the electric motor, and the speed change so that a driving force based on the set required driving force is output to the driving shaft with transmission of power of the speed changing means by hydraulic pressure of And a control means for controlling the means. The second power output device of the present invention is mounted, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the first or second power output device of the present invention according to any one of the aspects described above, the effects exhibited by the first or second power output device of the present invention, for example, normal The effect that the driving force based on the required driving force can be output to the drive shaft during transmission, and the effect that the unexpected driving force can be prevented from being output to the drive shaft when starting the internal combustion engine during abnormal transmission The speed change means cannot be operated with a transmission capacity of a driving force greater than a predetermined transmission capacity. The effect can be dealt with more properly during abnormal transmission, and the electric type in a state where the operation stop of the internal combustion engine is prohibited based on the abnormality. An effect similar to the effect that can be dealt with even when the first hydraulic pressure cannot be sufficiently obtained only by the operation of the pressurizing means can be obtained.

The first drive device of the present invention comprises:
A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
Power is exchanged with the power storage means and connected to the output shaft and the drive shaft of the internal combustion engine, and power is input to the output shaft and the drive shaft with input and output of power and power. Power power input / output means to output;
An electric motor connected to the power storage means and capable of exchanging electric power to input and output power;
Transmission means for transmitting power with a change in transmission ratio between the rotating shaft of the electric motor and the drive shaft;
During normal transmission in which the speed change means can operate with a transmission capacity of a driving force that is greater than or equal to a predetermined transmission capacity, a driving force based on the required driving force required for the driving shaft together with the intermittent operation control of the internal combustion engine is applied to the driving shaft. The power motive power input / output means, the electric motor, and the speed change means are controlled so that the output power is output, and the speed change means cannot be operated with a drive capacity transfer capacity greater than the predetermined transfer capacity. Control means for controlling the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is output to the drive shaft together with the control of the internal combustion engine without starting;
It is a summary to provide.

  In the first drive device of the present invention, the speed change means for transmitting power with a change in the speed ratio between the rotating shaft and the drive shaft of the electric motor operates with a transmission capacity of a driving force greater than a predetermined transmission capacity. During normal transmission, the power power input / output means, the electric motor, and the transmission means are controlled so that the driving force based on the required driving force required for the drive shaft is output to the drive shaft together with the intermittent operation control of the internal combustion engine. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, at the time of abnormal transmission in which the speed change means cannot operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, the driving force based on the requested driving force is output to the driving shaft together with the control of the internal combustion engine without starting the internal combustion engine. The power motive power input / output means, the electric motor, and the speed change means are controlled. As a result, the internal combustion engine is not started together with the motoring of the internal combustion engine by the electric power drive input / output means, so that the torque output to the drive shaft during the motoring of the internal combustion engine is output via the speed change means. There is no need to cancel due to torque from the motor. As a result, it is possible to suppress an unexpected driving force from being output to the drive shaft at the time of starting the internal combustion engine, and an abnormal transmission in which the transmission means cannot operate with a driving force transmission capacity greater than a predetermined transmission capacity. It is possible to deal appropriately with time.

  In the first driving apparatus of the present invention, when the internal combustion engine is being operated at the time of the abnormality transmission, the control means adjusts the internal combustion engine to the required driving force along with the continuation of the operation of the internal combustion engine. Based on the control of the internal combustion engine with the continuation of the operation stop of the internal combustion engine when the operation of the internal combustion engine is stopped when the abnormality is transmitted. It is also possible to control the driving force based on the output to the driving shaft.

  In the first drive device of the present invention, the control means may be means for controlling the speed change means so that the speed ratio of the speed change means is not changed when the abnormality is transmitted. By so doing, it is possible to maintain this state, and it is possible to suppress a situation in which the driving force cannot be transmitted by the speed change means as the speed ratio is changed.

  Further, in the first drive device of the present invention, the speed change means is a means for shifting the speed ratio by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure. The control means may be means for controlling the abnormality transmission when the first hydraulic pressure cannot be formed by the hydraulic circuit.

  Alternatively, in the first drive device of the present invention, the rotation shaft rotation number detecting means for detecting the rotation shaft rotation number that is the rotation number of the rotation shaft of the electric motor, and the drive shaft rotation number that is the rotation number of the drive shaft. Drive shaft rotational speed detection means for detecting the rotational speed difference between the detected rotational shaft rotational speed and the detected rotational speed of the drive shaft over a predetermined time. It may be a means for controlling when the abnormality is transmitted when the difference is greater than or equal to the number difference. In this way, it is possible to determine that the transmission capacity of the driving force of the transmission means is less than the predetermined transmission amount based on the rotational speed difference between the rotational shaft rotational speed and the drive shaft rotational speed. In this case, the control means determines that the rotational speed difference is greater than or equal to the predetermined time from when the rotational speed difference between the detected rotational shaft rotational speed and the detected drive shaft rotational speed is greater than or equal to the predetermined rotational speed difference. The motor may be a means for controlling the electric motor so that the electric motor is not subjected to regenerative control until the difference in rotation speed is equal to or greater than the predetermined rotational speed. In this way, when the braking force is applied to the drive shaft, the braking control is performed without outputting the braking force from the electric motor, so that the transmission capacity of the driving force by the transmission transmission means becomes less than the predetermined transmission capacity. Thus, even when the braking force from the electric motor cannot be output, the necessary braking force can be applied to the drive shaft.

The second drive device of the present invention is:
A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
Power is exchanged with the power storage means and connected to the output shaft and the drive shaft of the internal combustion engine, and power is input to the output shaft and the drive shaft with input and output of power and power. Power power input / output means to output;
An electric motor connected to the power storage means and capable of exchanging electric power to input and output power;
Actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil, and shifting between the rotating shaft of the electric motor and the drive shaft Transmission means for transmitting power with a ratio change;
Mechanical pressurizing means for pressurizing the hydraulic oil using power from the internal combustion engine;
Electric pressurizing means for pressurizing the hydraulic oil using electric power from the power storage means;
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure together with intermittent operation control of the internal combustion engine. The power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, together with the operation stop control of the internal combustion engine The power power input / output so that a driving force based on the required driving force is output to the drive shaft together with prohibition of a change in the transmission gear ratio of the transmission means and transmission of power of the transmission means by the second hydraulic pressure. Control means for controlling the means, the electric motor and the speed change means;
It is a summary to provide.

  In the second drive device of the present invention, in normal times when no abnormality occurs, the intermittent operation control of the internal combustion engine is performed, and the transmission gear ratio is changed by the first hydraulic pressure and the second hydraulic pressure smaller than this. The power power input / output means, the electric motor, and the transmission means are controlled so that a driving force based on the required driving force required for the driving shaft is output to the driving shaft. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, when the operation of the internal combustion engine is prohibited due to an abnormality, the required driving force is achieved with the operation stop control of the internal combustion engine and the prohibition of changing the speed ratio of the speed change means and the transmission of the power of the speed change means by the second hydraulic pressure. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the driving force based on them is output to the drive shaft. That is, in the state where the mechanical pressurizing means is not activated due to the prohibition of the operation stop of the internal combustion engine based on the abnormality, the transmission of the power of the speed change means by the low-pressure second hydraulic pressure is performed and the speed change is prohibited. . Thereby, it is possible to cope with the case where the first hydraulic pressure cannot be sufficiently obtained only by the operation of the electric pressurizing means.

The control method of the first power output device of the present invention is:
An internal combustion engine; power power input / output means connected to the output shaft and drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; An electric motor for output, a transmission means for transmitting power with a change in gear ratio between the rotating shaft of the motor and the drive shaft, an electric power input / output means, and an electric storage means for exchanging electric power with the electric motor A method of controlling a power output device comprising:
During normal transmission in which the speed change means can operate with a driving force transmission capacity that is greater than or equal to a predetermined transmission capacity, a driving force based on a required driving force required for the driving shaft accompanying intermittent operation of the internal combustion engine is the driving shaft. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means are controlled so that the speed change means cannot be operated with a drive force transfer capacity greater than the predetermined transfer capacity. Controlling the internal combustion engine, the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is sometimes output to the drive shaft without starting the internal combustion engine.
It is characterized by that.

  In the control method for the first power output apparatus of the present invention, the transmission means for transmitting the power with the change of the gear ratio between the rotating shaft and the drive shaft of the electric motor has a transmission capacity of a driving force greater than a predetermined transmission capacity. During normal transmission, the internal combustion engine, the power power input / output means, and the electric motor are output so that a driving force based on the required driving force required for the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine. Controls the transmission means. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, at the time of abnormal transmission in which the speed change means cannot operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, the internal combustion engine is configured so that a driving force based on the required driving force is output to the drive shaft without starting the internal combustion engine The power drive input / output means, the motor, and the speed change means are controlled. As a result, the internal combustion engine is not started together with the motoring of the internal combustion engine by the electric power drive input / output means, so that the torque output to the drive shaft during the motoring of the internal combustion engine is output via the speed change means. There is no need to cancel due to torque from the motor. As a result, it is possible to suppress an unexpected driving force from being output to the drive shaft at the time of starting the internal combustion engine, and an abnormal transmission in which the transmission means cannot operate with a driving force transmission capacity greater than a predetermined transmission capacity. It is possible to deal appropriately with time.

The control method of the second power output device of the present invention is:
An internal combustion engine; power power input / output means connected to the output shaft and drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; An output motor, and a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure by using pressurized hydraulic oil, and the rotation shaft and the drive shaft of the motor A transmission means for transmitting power with a change in speed ratio, an electric power input / output means and an electric storage means for exchanging electric power with the electric motor, and the hydraulic oil using the power from the internal combustion engine. A control method of a power output device comprising: a mechanical pressurizing unit that pressurizes; and an electric pressurizing unit that pressurizes the hydraulic oil using electric power from the power storage unit,
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure and intermittent operation of the internal combustion engine. The internal combustion engine, the power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, A driving force based on the set required driving force is output to the drive shaft with the suspension of operation, the prohibition of changing the transmission gear ratio of the transmission means, and the transmission of the power of the transmission means by the second hydraulic pressure. Controlling the internal combustion engine, the power input / output means, the motor, and the speed change means,
It is characterized by that.

  In the control method for the second power output apparatus of the present invention, the change of the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure smaller than this and the intermittent operation of the internal combustion engine are performed at normal times when no abnormality has occurred. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, when the operation of the internal combustion engine is prohibited due to an abnormality, it is based on the required driving force with the stop of the operation of the internal combustion engine, the prohibition of changing the speed ratio of the speed change means, and the transmission of the power of the speed change means by the second hydraulic pressure. The internal combustion engine, the power drive input / output means, the electric motor, and the transmission means are controlled so that the drive force is output to the drive shaft. That is, in the state where the mechanical pressurizing means is not activated due to the prohibition of the operation stop of the internal combustion engine based on the abnormality, the transmission of the power of the speed change means by the low-pressure second hydraulic pressure is performed and the speed change is prohibited. . Thereby, it is possible to cope with the case where the first hydraulic pressure cannot be sufficiently obtained only by the operation of the electric pressurizing means.

The control method of the first drive device of the present invention is as follows:
It is incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means, and is connected to the power storage means so as to be able to exchange power and is connected to the output shaft of the internal combustion engine and the drive shaft. Power power input / output means for inputting / outputting power to / from the output shaft and the drive shaft with power input / output, and an electric motor for inputting / outputting power connected to the power storage means so as to be able to exchange power, And a speed change means for transmitting power with a change in speed change ratio between the rotating shaft of the electric motor and the drive shaft,
During normal transmission in which the speed change means can operate with a transmission capacity of a driving force that is greater than or equal to a predetermined transmission capacity, a driving force based on the required driving force required for the driving shaft together with the intermittent operation control of the internal combustion engine is applied to the driving shaft. The power motive power input / output means, the electric motor, and the speed change means are controlled so that the output power is output, and the speed change means cannot be operated with a drive capacity transfer capacity greater than the predetermined transfer capacity. Controlling the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is output to the driving shaft together with the control of the internal combustion engine without starting.
It is characterized by that.

  In the control method of the first drive device of the present invention, the speed change means for transmitting the power with the change of the speed ratio between the rotating shaft and the drive shaft of the electric motor has a driving force transmission capacity greater than a predetermined transmission capacity. During normal transmission that can be operated, the power drive input / output means, the electric motor, and the speed change means are controlled so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft along with the intermittent operation control of the internal combustion engine. To do. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, at the time of abnormal transmission in which the speed change means cannot operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, the driving force based on the requested driving force is output to the driving shaft together with the control of the internal combustion engine without starting the internal combustion engine. The power motive power input / output means, the electric motor, and the speed change means are controlled. As a result, the internal combustion engine is not started together with the motoring of the internal combustion engine by the electric power drive input / output means, so that the torque output to the drive shaft during the motoring of the internal combustion engine is output via the speed change means. There is no need to cancel due to torque from the motor. As a result, it is possible to suppress an unexpected driving force from being output to the drive shaft at the time of starting the internal combustion engine, and an abnormal transmission in which the transmission means cannot operate with a driving force transmission capacity greater than a predetermined transmission capacity. It is possible to deal appropriately with time.

The control method of the second drive device of the present invention is as follows:
It is incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means, and is connected to the power storage means so as to be able to exchange power and is connected to the output shaft of the internal combustion engine and the drive shaft. Power power input / output means for inputting / outputting power to / from the output shaft and the drive shaft with power input / output, and an electric motor for inputting / outputting power connected to the power storage means so as to be able to exchange power, The gear ratio between the rotating shaft of the motor and the drive shaft is actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil. Transmission means for transmitting power with the change of the above, mechanical pressurizing means for pressurizing the hydraulic oil using the power from the internal combustion engine, and pressurizing the hydraulic oil using the electric power from the power storage means Electric pressurizing means A method of controlling a dynamic device,
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure together with intermittent operation control of the internal combustion engine. The power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, together with the operation stop control of the internal combustion engine The power power input / output so that a driving force based on the required driving force is output to the drive shaft together with prohibition of a change in the transmission gear ratio of the transmission means and transmission of power of the transmission means by the second hydraulic pressure. Controlling means, the electric motor and the transmission means;
It is characterized by that.

  In the control method for the second drive device of the present invention, at the normal time when no abnormality has occurred, the change of the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure smaller than this is performed together with the intermittent operation control of the internal combustion engine. The power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the required driving force required for the driving shaft is output to the driving shaft. Thereby, the driving force based on the required driving force can be output to the drive shaft. On the other hand, when the operation of the internal combustion engine is prohibited due to an abnormality, the required driving force is achieved with the operation stop control of the internal combustion engine and the prohibition of changing the speed ratio of the speed change means and the transmission of the power of the speed change means by the second hydraulic pressure. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the driving force based on them is output to the drive shaft. That is, in the state where the mechanical pressurizing means is not activated due to the prohibition of the operation stop of the internal combustion engine based on the abnormality, the transmission of the power of the speed change means by the low-pressure second hydraulic pressure is performed and the speed change is prohibited. . Thereby, it is possible to cope with the case where the first hydraulic pressure cannot be sufficiently obtained only by the operation of the electric pressurizing 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 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 an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the 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. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 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 brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As shown in the figure, the hydraulic circuit 100 includes a mechanical pump 102 that pumps oil by the power from the engine 22, an electric pump 104 that pumps oil by the power from the built-in motor 103, a mechanical pump 102, A three-way solenoid 105 and a pressure control valve 106 that can switch the pressure (line pressure) of oil pumped from the pump 104, and a linear that can be individually supplied to the brakes B1 and B2 with adjustable pressure. Solenoids 110, 111 and control valves 112, 113, modulator valve 108 that reduces the line pressure and supplies it to the input ports of 3-way solenoid 105 and linear solenoids 110, 111, control valves 112, 113, and brakes B1, B2 Oil passage between When hydraulic pressure is supplied from either one of the control valves 112 and 113, the oil passage to the corresponding brake is opened and the oil passage to the other brake is shut off, and the hydraulic pressure is supplied from both the control valves 112 and 113. Fail-safe valves 114 and 115 that shut off both of the oil passages to the brakes B1 and B2 when an abnormality is supplied, and an accumulator 116 provided in the oil passage between the fail-safe valves 114 and 115 and the brakes B1 and B2. 117. In the embodiment, as the line pressure, two pressures (hereinafter referred to as a high pressure system and a low pressure system) are adjusted by a three-way solenoid 105 and a pressure control valve 106 to form an on / off state of the brakes B1 and B2.

  FIG. 4 is an explanatory diagram showing an example of the operation of the failsafe valves 114 and 115. 4A shows a normal operation in which the hydraulic pressure is supplied from the control valve 112 and the hydraulic pressure from the control valve 113 is cut off, and FIG. 4B shows the hydraulic pressure from both the control valves 112 and 113. Shows the operation at the time of an abnormal supply. As shown in the figure, the fail-safe valves 114 and 115 are configured such that the spools 114b and 115b are urged downward in the figure by springs 114a and 115a, and the modulator valves 108 are moved in a direction to move the spools 114b and 115b upward in the figure. The hydraulic pressure from the control valve 113 is introduced in the direction in which the spool 114b is moved downward in the figure, and the hydraulic pressure from the control valve 112 is introduced in the direction in which the spool 115b is moved downward in the figure. It has become. Therefore, when the hydraulic pressure is supplied from the control valve 112 and the supply of the hydraulic pressure from the control valve 113 is interrupted, as shown in FIG. 4A, in the fail-safe valve 114, the hydraulic pressure from the modulator valve 108 is changed to the spring 114a. The spool 114b is moved upward in the figure by overcoming the urging force of the valve to open the oil passage between the control valve 112 and the brake B1, and the fail-safe valve 115 has the hydraulic pressure from the control valve 112 and the urging force of the spring 115a. Thus, the oil pressure from the modulator valve 108 is overcome, and the spool 115b is moved downward in the figure to block the oil path between the control valve 113 and the brake B2. Similarly, when the supply of hydraulic pressure from the control valve 112 is shut off and the hydraulic pressure from the control valve 113 is supplied, the fail-safe valve 114 shuts off the oil path between the control valve 112 and the brake B1 and fails. In the safe valve 115, the oil path between the control valve 113 and the brake B2 is opened. On the other hand, when an abnormality occurs in which the hydraulic pressure is supplied from both the control valves 112 and 113, as shown in FIG. 4B, the fail safe valve 114 moves the spool 114b downward by the hydraulic pressure from the control valve 113 as shown in FIG. In this manner, the oil path between the control valve 112 and the brake B1 is shut off, and the fail safe valve 115 moves the spool 115b downward in the drawing by the hydraulic pressure from the control valve 112 to shut off the oil path between the control valve 113 and the brake B2. To do. As a result, the brakes B1 and B2 are both turned off, and the rotation shaft 48 and the ring gear shaft 32a of the motor MG2 are disconnected. As described above, when the brakes B1 and B2 are both on, the rotation of the rotating shaft 48 and the ring gear shaft 32a of the motor MG2 is prohibited. If this occurs while the vehicle is running, a large shock may occur in the vehicle. Since the brakes B1 and B2 are seized, the brakes B1 and B2 are both prevented from being turned on by the fail-safe valves 114 and 115 even when hydraulic pressure is supplied from both the control valves 112 and 113 due to some abnormality. It is doing. When an abnormality occurs in which the supply of hydraulic pressure from both the control valves 112 and 113 is interrupted, the line pressure PL is shut off by the control valves 112 and 113. In this case, both the brakes B1 and B2 are turned off. Will be.

  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 the 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. From the hydraulic switch 120 that is turned on and off by the line pressure in the hydraulic circuit 100, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the line pressure in the hydraulic circuit 100 The hydraulic pressure switch that is turned on / off by the line pressure PL, the oil temperature To from the temperature sensor 121 that detects the temperature of the oil pumped by the mechanical pump 102 or the electric pump 104, and the hydraulic pressure acting on the brake B1. The brake pressure Pb1 from 122, the brake pressure Pb2 from the hydraulic switch 123 that is turned on and off by the hydraulic pressure acting on the brake B2, the drive shaft rotational speed Nr from the rotational speed sensor 32b attached to the ring gear shaft 32a, etc. via the input port. Have been entered. The hybrid electronic control unit 70 outputs drive signals to the three-way solenoid 105 and the linear solenoids 110 and 111. 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, particularly, the operation when an abnormality occurs in the transmission 60 during traveling will be described. FIG. 5 is a flowchart showing an example of a transmission abnormality determination processing routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of the embodiment. FIG. 6 is a hybrid electronic control unit of the hybrid vehicle 20 of the embodiment. 7 is a flowchart showing an example of a drive control routine executed by 70. First, the process for determining the abnormality of the transmission 60 will be described using the transmission abnormality determination processing routine of FIG. 5, and then the engine 22 and the motors MG1, MG2 based on the result of the abnormality determination of the transmission 60. The control when driving will be described using the drive control routine of FIG.

  When the transmission abnormality determination processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the line pressure PL from the hydraulic switch 120, the brake pressures Pb1 and Pb2 from the hydraulic switches 122 and 123, and the transmission 60. Processing for inputting data such as the shift state flag F, the shift position SP from the shift position sensor 82, and the current travel mode DM is executed (step S100). Here, the shift state flag F is a flag indicating the state of the transmission 60, that is, whether it is in the Lo gear state or the Hi gear state, and is a shift (not shown) that changes the gear state of the transmission 60. It was assumed that what was set in the process was entered. When the system is started, a system check including the operation of the hydraulic circuit 100 is performed, the transmission 60 is set to the Lo gear state, and a value 0 indicating the Lo gear state is input to the shift state flag F. The travel mode MD is a motor travel mode (EV travel mode) that travels in the motor operation mode described above while the operation of the engine 22 is stopped, or the torque conversion operation mode described above with the operation of the engine 22 In the embodiment, the motor travel mode is set when the operation of the engine 22 is stopped by the drive control routine of FIG. 6 to be described later. Or when the engine 22 is started, the engine running mode is set and the data stored in the RAM 76 is input.

  When the data is input in this way, it is determined whether the brakes B1 and B2 are both off based on the brake pressures Pb1 and Pb2 (step S110). In this process, as described with reference to FIG. 4, when the hydraulic pressure is supplied from both the control valves 112 and 113 due to some abnormality, both the brakes B1 and B2 are turned off by the fail-safe valves 114 and 115, It is determined that the brakes B1 and B2 are both turned off because the supply of hydraulic pressure from both the control valves 112 and 113 is cut off. When it is determined that both brakes are abnormally released (step S120), the output of torque from the motor MG2 is prohibited in order to prohibit driving of the motor MG2 (step S130), and this routine is terminated. The motor MG2 is prohibited from being driven because the motor MG2 has no load when the brake is released abnormally. Therefore, there is no need to drive the motor MG2, and if the motor MG2 is driven, the motor MG2 may be damaged due to over-rotation. Because there is.

  If no brake release abnormality is detected (step S120), the line pressure adjusted by the pressure control valve 106 by adjusting the duty ratio of the three-way solenoid 105 based on the input line pressure PL becomes the target line pressure ( Whether there is an abnormality in the high pressure forming system of the hydraulic circuit 100 or an abnormality in the low pressure forming system is determined based on whether the pressure is high or low (step S140). This determination is made when the line pressure PL does not indicate a high pressure even though the duty ratio of the three-way solenoid 105 is adjusted based on an instruction for forming a high pressure, and an instruction for forming a low pressure is given as an abnormality of the high pressure forming system. This can be done by setting the low-pressure forming system abnormal when the line pressure PL does not show a low pressure despite the fact that the duty ratio of the three-way solenoid 105 is adjusted based on the above. If no abnormality has occurred in the high-pressure forming system in the pressure regulation system abnormality determination (step S150), it is determined that the shift of the transmission 60 and the torque transmission by the transmission 60 are sufficiently possible, and this routine is terminated. To do.

  On the other hand, when an abnormality has occurred in the high-pressure forming system of the hydraulic circuit 100 in the pressure determination system abnormality determination (step S150), it is determined that the torque transmission capacity by the transmission 60 is insufficient, and the line pressure PL of the hydraulic circuit 100 is reduced. While being fixed to a low pressure (step S160), shifting of the gear stage of the transmission 60 is prohibited (step S170), and the motor MG2 outputs a torque that can be transmitted by the transmission 60 even when the line pressure PL is low. The torque to be applied is limited (step S180). The reason why the line pressure PL of the hydraulic circuit 100 is fixed at a low pressure is to prevent the occurrence of other abnormalities accompanying the operation of increasing the line pressure PL, and prohibits shifting of the gear stage of the transmission 60. This is to prevent the occurrence of other abnormalities accompanying the speed change operation and the inability to transmit torque from the motor MG2. The reason why the torque of the motor MG2 is limited is to prevent the brakes B1, B2 of the transmission 60 from slipping because the torque transmission capacity of the transmission 60 is insufficient. The torque limit of the motor MG2 can be performed based on the state of the transmission 60. In the Lo gear state, the maximum value of the torque that can be transmitted by the transmission 60 in the Lo gear state when the line pressure PL is low. (Tlow) is set as the torque limit Tlim, and in the Hi gear state, the maximum torque value (Thi) that can be transmitted by the transmission 60 in the Hi gear state when the line pressure PL is low is set as the torque limit Tlim. This can be done.

  Then, it is determined whether or not the travel mode DM is a motor travel mode (EV travel mode) (step S190). When traveling in the motor travel mode, the engine 22 is prohibited from starting (step S200) and shifted. Waiting for the lever 81 to be operated to the parking position (P range) (step S210), the engine 22 is started (step S220). The engine 22 is started together with the motoring of the engine 22 by the motor MG1, and the torque output to the ring gear shaft 32a during the motoring needs to be canceled by the motor MG2. When the low pressure is fixed due to an abnormality in the high pressure forming system of the hydraulic circuit 100, the torque transmission capacity of the transmission 60 is small. Therefore, the torque when motoring the engine 22 is output while the driving power is output by the motor MG2. If an attempt is made to cancel, the brake B1 or the brake B2 of the transmission 60 may slip and cannot output torque. In the embodiment, in order to prevent this, starting of the engine 22 is first prohibited in the motor travel mode. On the other hand, when the shift lever 81 is operated to the parking position (P range), the gear mechanism 37 is fixed by a parking lock (not shown). Is canceled by parking lock. For this reason, the engine 22 can be started without outputting torque from the motor MG2. In the embodiment, in order to start the engine 22 without outputting torque from the motor MG2, it waits for the shift lever 81 to be operated to the parking position (P range). It should be noted that since the start control of the engine 22 does not form the core of the present invention, further detailed description of the start control of the engine 22 is omitted.

  If it is determined in step S190 that the travel mode DM is the engine travel mode or the engine 22 is started by operating the shift lever 81 to the parking position (P range) even if the travel mode DM is determined to be the motor travel mode, the engine 22 is started. The intermittent operation of the engine 22 is prohibited so that the operation of the engine 22 is continued (step S230), and this routine is finished. The reason why the intermittent operation of the engine 22 is prohibited is to avoid the above-mentioned inconvenience at the time of starting the engine 22 again.

  When the drive control routine of FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data necessary for control such as the numbers Nm1, Nm2, the input / output limits Win and Wout of the battery 50, and the driving conditions of the motor MG2 is executed (step S300). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those 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. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The driving condition of the motor MG2 is to input an instruction to prohibit the driving of the motor MG2 or limit the torque of the motor MG2 (torque limit Tlim) set by the transmission abnormality determination processing routine of FIG.

  When the data is input in this way, it is first determined whether or not the motor MG2 is prohibited from being driven as a driving condition of the motor MG2 (step S310). When the driving of the motor MG2 is prohibited, the engine 22 and the motors MG1 and MG2 are stopped from driving and the system is turned off (step S320), and this routine is finished. Thereby, the inconvenience (for example, damage of an apparatus) by the subsequent drive of the engine 22 and motor MG1, MG2 can be suppressed.

  As a driving condition of the motor MG2, when the driving prohibition of the motor MG2 is not made, the driving shaft connected to the driving wheels 39a and 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V is used. The required torque Tr * to be output to the ring gear shaft 32a and the required power P * for the vehicle are set (step S330). In the embodiment, the required torque Tr * is determined 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, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 7 shows an example of the required torque setting map. The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60.

  When the required torque Tr * and the required power P * are thus set, the engine 22 is controlled based on the required power P *, the vehicle speed V, the required torque Tr *, and the like under an instruction such as prohibition of starting of the engine 22 or prohibition of intermittent operation. The engine 22 is stopped or started by determining whether to stop or start (steps S340 to S400). This process will be described later.

  When the engine 22 is operating, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power P * (step S410). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 8 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 *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S420). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S450). Calculation is performed using equation (5) (step S460). Here, equation (5) can be easily derived from the nomogram of FIG. 9 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

Then, it is determined whether or not the torque of the motor MG2 is limited (step S470). If the torque of the motor MG2 is limited, the torque limit Tmax is set to step S180 of the transmission abnormality determination processing routine of FIG. The set torque limit Tlim is set (step S480), and the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax (step S490). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set within the range of the input / output limits Win and Wout of the battery 50 and the torque of the motor MG2. It can be set as a torque limited within the limit range.

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S500), and the drive control 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.

  When the engine 22 is not in operation as a result of the determination of the operation stop or start of the engine 22 in steps S340 to S400, the target rotational speed Ne * and the target torque of the engine 22 are continued in order to continue the operation stop of the engine 22. A value 0 is set to Te * (step S430), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S440). Using this, the torque of the motor MG2 is processed by the processing of steps S450 to S490 described above. The command Tm2 * is set and the set target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40 (step S500). The drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 holds the operation stop state of the engine 22.

  Returning to the description of the processing such as the determination of the stop or start of the engine 22 in steps S340 to S400. Specifically, this process determines whether or not the engine 22 is in operation (step S340), and when the engine 22 is not in operation, determines whether or not a prohibition of starting the engine 22 is instructed (step S340). Step S350). When the start prohibition of the engine 22 is instructed, the target rotational speed Ne * and the target torque Te * of the engine 22 are kept in steps S430 and S440 in order to continue the operation stop of the engine 22 without performing the start determination of the engine 22. Then, the value 0 is set in the torque command Tm1 * of the motor MG1, and the processing after step S450 is executed. If the start prohibition of the engine 22 is not instructed, the start of the engine 22 is determined based on the required power P *, the vehicle speed V, the required torque Tr *, etc. (step S360). The engine 22 is started when, for example, the required power P * is greater than the threshold for starting, or when the vehicle speed V is greater than the threshold for starting, or when the required torque Tr * is greater than the threshold for starting. It can be determined. When it is not determined that the engine 22 is started, a value 0 is set to the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 in steps S430 and S440 in order to continue the operation stop of the engine 22. Then, the processing after step S450 is executed. When it is determined that the engine 22 is to be started, the engine 22 is started (step S370), and the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are set by steps S410 and S420. Then, the processing after step S450 is executed.

  When the engine 22 is in operation, it is determined whether or not prohibition of intermittent operation of the engine 22 is instructed (step S380). When the prohibition of the intermittent operation of the engine 22 is instructed, the target rotational speed Ne * of the engine 22 and the target are determined in steps S410 and S420 in order to continue the operation of the engine 22 without determining whether the engine 22 is stopped. The torque Te * and the torque command Tm1 * of the motor MG1 are set, and the processes after step S450 are executed. When the prohibition of intermittent operation of the engine 22 is not instructed, the engine 22 is determined to be stopped based on the required power P *, the vehicle speed V, the required torque Tr *, and the like (step S390). The engine 22 is stopped when, for example, the required power P * is smaller than the threshold for stopping operation, the vehicle speed V is smaller than the threshold for stopping operation, and the required torque Tr * is smaller than the threshold for stopping operation. It can be determined. When it is not determined that the engine 22 is stopped, the target rotational speed Ne *, the target torque Te *, and the torque command Tm1 * of the motor MG1 are set in steps S410 and S420 to continue the operation of the engine 22. The process after step S450 is executed. When it is determined that the operation of the engine 22 is stopped, the operation of the engine 22 is stopped (step S400). In order to continue the operation stop of the engine 22, the target rotational speed Ne * and the target torque Te of the engine 22 are determined in steps S430 and S440. The value 0 is set in * and the torque command Tm1 * of the motor MG1, and the processes after step S450 are executed.

  According to the hybrid vehicle 20 of the embodiment described above, when an abnormality occurs in the high-pressure forming system of the hydraulic circuit 100 and the torque transmission capacity by the transmission 60 is insufficient, the engine 22 is running when running in the motor running mode. Therefore, it is not necessary to cancel the torque when motoring the engine 22, and the brake B1 and the brake B2 of the transmission 60 slip and cannot output torque from the motor MG2 due to the cancellation of this torque. Cases can be avoided. As a result, output of unexpected torque can be suppressed, and when the transmission of torque of the transmission 60 is not sufficient, it is possible to cope more appropriately. Moreover, since the torque from the motor MG2 is limited, the torque from the motor MG2 can be transmitted without slipping by the transmission 60, and inconvenience due to not limiting the torque of the motor MG2, for example, the brake B1 of the transmission 60 Further, it is possible to suppress heat generation due to slipping of the brake B2 and further decrease in the torque transmission capacity that accompanies it.

  Further, according to the hybrid vehicle 20 of the embodiment, the shift lever 81 is operated when the vehicle is traveling in the motor travel mode when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the transmission capacity of torque by the transmission 60 is insufficient. Since the engine 22 is started after it is operated to the parking position (P range), the engine 22 can be started without unexpected torque output even if an abnormality occurs in the high pressure forming system of the hydraulic circuit 100. .

  Furthermore, according to the hybrid vehicle 20 of the embodiment, when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the torque transmission capacity by the transmission 60 is insufficient, the vehicle travels in the engine travel mode. When the engine 22 is started by operating the shift lever 81 to the parking position (P range) after that, the intermittent operation of the engine 22 is prohibited in order to continue the operation of the engine 22. When the operation of the engine 22 is stopped and then started, an unexpected torque can be prevented from being output, and the vehicle can continue to travel.

  According to the hybrid vehicle 20 of the embodiment, the line pressure PL of the hydraulic circuit 100 is fixed to a low pressure when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the torque transmission capacity by the transmission 60 is insufficient. It is possible to prevent other abnormalities from occurring simultaneously with the operation of increasing the PL, and to allow the transmission 60 to function within a range where the line pressure PL is low. In addition, since the shift of the gear stage of the transmission 60 is prohibited, it is possible to prevent the transmission of torque from the motor MG2 due to other abnormalities accompanying the gear shift of the gear stage of the transmission 60. it can.

  According to the hybrid vehicle 20 of the embodiment, since the drive of the motor MG2 is prohibited when an abnormality in releasing both brakes in which both the brakes B1 and B2 are off occurs, the motor MG2 is unloaded when there is an abnormality in releasing both brakes. It is possible to prevent damage caused by being driven and over-rotating. In addition, when the driving of the motor MG2 is prohibited, it is ready-off, so that inconvenience (for example, damage to the equipment) due to driving of the engine 22 and the motors MG1 and MG2 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when traveling in the motor travel mode when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the transmission capacity of torque by the transmission 60 is insufficient, the torque of the motor MG2 is limited. The maximum torque (Tlow) that can be transmitted by the transmission 60 in the Lo gear state when the line pressure PL is low in the Lo gear state is set by the torque limit Tlim, and the line pressure PL is set in the Hi gear state. Although the maximum torque (Thi) that can be transmitted by the transmission 60 in the Hi gear state when the pressure is low is set by the torque limit Tlim, a torque smaller than this may be set as the torque limit Tlim.

  In the hybrid vehicle 20 of the embodiment, when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the torque transmission capacity by the transmission 60 is insufficient, the shift lever 81 is in the parking position ( The engine 22 is started after being operated to the (P range), but the engine 22 may not be started even if the shift lever 81 is operated to the parking position (P range).

  In the hybrid vehicle 20 according to the embodiment, the vehicle travels in the engine travel mode or travels in the motor travel mode when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100 and the transmission capacity of torque by the transmission 60 is insufficient. Even when the engine 22 is started by subsequently operating the shift lever 81 to the parking position (P range), the intermittent operation of the engine 22 is prohibited in order to continue the operation of the engine 22, It does not matter if the intermittent operation of the engine 22 is not prohibited.

  In the hybrid vehicle 20 of the embodiment, the line pressure PL of the hydraulic circuit 100 is fixed to a low pressure when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100. It doesn't matter if

  In the hybrid vehicle 20 of the embodiment, the shift of the gear stage of the transmission 60 is prohibited when an abnormality occurs in the high pressure forming system of the hydraulic circuit 100. However, the transmission 60 is shifted to the Lo gear state and fixed. It is good also as what to do.

  In the hybrid vehicle 20 of the embodiment, the drive of the motor MG2 is prohibited and the drive is ready-off when an abnormality in releasing both brakes in which both the brakes B1 and B2 are off occurs. However, only the drive of the motor MG2 is prohibited. It is good also as what is not ready-off.

  Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment described with reference to FIGS. Therefore, in order to avoid redundant description, the same components as those of the hybrid vehicle 20 of the first embodiment among the configurations of the hybrid vehicle 20B of the second embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. Omitted.

  In the hybrid vehicle 20B of the second embodiment, the transmission abnormality determination processing routine of FIG. 10 is executed instead of the transmission abnormality determination processing routine of FIG. 5, and the drive control routine of FIG. 11 is substituted for the drive control routine of FIG. Is executed. Note that the drive control routine of FIG. 11 performs the process of step S462 for determining whether or not the prohibition of the regeneration control of the motor MG2 is instructed, and the motor when the prohibition of the regeneration control of the motor MG2 is instructed. This is the same as the drive control routine of FIG. 6 except that the process of step S464 for setting the value 0 to the torque limit Tmin of MG2 is added. For this reason, in FIG. 11, illustration about the process from step S330 to S440 was abbreviate | omitted. Hereinafter, the processing for determining abnormality of the transmission 60 in the second embodiment will be described with reference to the transmission abnormality determination processing routine of FIG. The drive control to be performed will be described.

  When the transmission abnormality determination processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 first drives at the rotational speed Nm2 of the motor MG2 or the rotational speed of the ring gear shaft 32a as the drive shaft from the rotational speed sensor 32b. Data such as the shaft rotation speed Nr, the shift state flag F of the transmission 60, the current travel mode DM, and the like are input (step S600), and the input rotation speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the transmission 60. A rotation speed difference ΔN between the value and the drive shaft rotation speed Nr is calculated (step S610), and the calculated rotation speed difference ΔN is compared with a threshold value Nref (step S620). Here, the threshold value Nref is used to determine whether an abnormality occurs in the formation of the high-pressure system of the hydraulic circuit 100, the torque transmission capacity of the transmission 60 is insufficient, and the brakes B1 and B2 of the transmission 60 are slipping. For this reason, when there is no slipping, the rotational speed difference ΔN basically has a value of 0, so that it is set as a relatively small value, for example, 50 rpm or 100 rpm.

  When the rotational speed difference ΔN is greater than or equal to the threshold value Nref, it is temporarily determined that an abnormality has occurred in the formation of the high-pressure system of the hydraulic circuit 100 and the brakes B1 and B2 of the transmission 60 are slipping, and torque transmission by the transmission 60 is performed. When the capacity is insufficient, the torque cannot be correctly transmitted, so that the regenerative control of the motor MG2 is prohibited (step S630), the shift of the shift stage of the transmission 60 is prohibited (step S640), and the travel mode When DM is in the engine running mode, intermittent operation of the engine 22 is prohibited (steps S650 and S660), and the state where the rotational speed difference ΔN is equal to or greater than the threshold value Nref continues after the rotational speed difference ΔN is equal to or greater than the threshold value Nref. The processes in steps S600 to S670 are repeated until a predetermined time has elapsed. Here, waiting for the elapse of a predetermined time occurs because an abnormality occurs in the formation of the high-pressure system of the hydraulic circuit 100 and the transmission capacity of the torque by the transmission 60 is insufficient, causing the brakes B1 and B2 of the transmission 60 to slip. This is to more accurately determine whether or not the occurrence of the As the predetermined time, for example, 500 msec, 700 msec, 1000 msec, or the like can be used. When the regenerative control of the motor MG2 is prohibited, in the drive control routine of FIG. 11, after setting the temporary motor torque Tm2tmp, a positive determination is made by determining whether the regenerative control of the motor MG2 is prohibited (step S462). ), A value 0 is set to the torque limit Tmin set in step S450 (step S464). As described above, the temporary motor torque is limited by the torque limit Tmin, and the torque command Tm2 * of the motor MG2 is set (step S490), and the motor MG2 is controlled by the torque command Tm2 *. Is not done.

  If a state in which the rotational speed difference ΔN is equal to or greater than the threshold value Nref continues after the rotational speed difference ΔN is equal to or greater than the threshold value Nref and abnormality occurs in the formation of the high-pressure system of the hydraulic circuit 100, torque generated by the transmission 60 Is determined to be insufficient, the engine 22 is prohibited from starting (step S680), the motor MG2 is inhibited from being driven (step S690), and this routine is terminated. As a result, when the engine 22 is started when the torque transmission capacity of the transmission 60 is insufficient, an unexpected torque can be prevented from being output, and the transmission of the torque of the transmission 60 is sufficient. It is possible to cope more appropriately when not. Further, inconveniences such as breakage of the brakes B1 and B2 of the transmission 60 due to the subsequent driving of the motor MG2 can be avoided. When driving of motor MG2 is prohibited, the motor MG2 is ready-off by drive control. For this reason, the inconvenience (for example, damage of an apparatus) by the drive of the engine 22 and motor MG1, MG2 can be suppressed.

  On the other hand, when the rotational speed difference ΔN is less than the threshold value Nref, it is determined that there is no abnormality in the formation of the high-pressure system of the hydraulic circuit 100 and that the torque transmission capacity by the transmission 60 is sufficient, and the regeneration control of the motor MG2 is performed. Is prohibited and the shift of the shift stage of the transmission 60 is prohibited, the prohibition of the regeneration control of the motor MG2 is canceled (step S700), and the prohibition of the shift of the shift stage of the transmission 60 is canceled ( Step S710), this routine is finished.

  According to the hybrid vehicle 20B of the second embodiment described above, the rotational speed difference ΔN between the value obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60 and the drive shaft rotational speed Nr is greater than or equal to the threshold value Nref. Sometimes, an abnormality occurs in the formation of the high-pressure system of the hydraulic circuit 100, the torque transmission capacity of the transmission 60 is insufficient, and it is determined that the brakes B1 and B2 of the transmission 60 are slipping, and the motor MG2 is driven. Since the motor MG2 is driven and overrotated when the transmission capacity of torque by the transmission 60 is insufficient, the motor MG2 is damaged or the brakes B1 and B2 of the transmission 60 generate heat. Inconvenience can be suppressed. In addition, when the driving of the motor MG2 is prohibited, it is ready-off, so that inconvenience (for example, damage to the equipment) due to driving of the engine 22 and the motors MG1 and MG2 can be suppressed. Further, after the rotation speed difference ΔN becomes equal to or greater than the threshold value Nref, a state in which the rotation speed difference ΔN is equal to or more than the threshold value Nref continues to wait for a predetermined time, and an abnormality occurs in the formation of the high-pressure system of the hydraulic circuit 100. Since it is determined that the torque transmission capacity of the transmission 60 is insufficient, it is possible to more appropriately determine whether the torque transmission capacity of the transmission 60 is insufficient. As a result, it is possible to appropriately cope with the phenomenon in which the transmission capacity of torque by the transmission 60 is insufficient.

  Further, according to the hybrid vehicle 20B of the second embodiment, the rotational speed difference ΔN between the value obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60 and the drive shaft rotational speed Nr is equal to or greater than the threshold value Nref. When this occurs, the lack of torque transmission capacity by the transmission 60 is provisionally determined and the regenerative control of the motor MG2 is prohibited, so the power running control and regenerative control of the motor MG2 are switched to the brakes B1 and B2 of the transmission 60. The load can be reduced. As a result, it is possible to appropriately cope with the phenomenon in which the transmission capacity of torque by the transmission 60 is insufficient. In addition, since the shift of the gear stage of the transmission 60 is prohibited, it is possible to prevent the transmission of torque from the motor MG2 due to other abnormalities accompanying the gear shift of the gear stage of the transmission 60. it can.

  In the hybrid vehicle 20B of the second embodiment, when the rotational speed difference ΔN between the value obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60 and the drive shaft rotational speed Nr is equal to or greater than the threshold value Nref, the hydraulic circuit 100 However, it is possible to limit the torque of the motor MG2. However, the torque of the motor MG2 may be limited. Further, although the ready-off is performed when the driving of the motor MG2 is prohibited, the driving may be performed only by prohibiting the driving of the motor MG2.

  In the hybrid vehicle 20B according to the second embodiment, after the rotation speed difference ΔN becomes equal to or greater than the threshold value Nref, the state where the rotation speed difference ΔN is equal to or greater than the threshold value Nref continues to wait for a predetermined time to elapse. However, after the rotation speed difference ΔN becomes equal to or greater than the threshold value Nref, the state where the rotation speed difference ΔN is equal to or greater than the threshold value Nref continues to wait for a predetermined time. Instead, it may be determined that the torque transmission capacity is insufficient immediately when the rotational speed difference ΔN becomes equal to or greater than the threshold value Nref.

  In the hybrid vehicle 20B of the second embodiment, the speed is changed when the rotational speed difference ΔN between the value obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60 and the drive shaft rotational speed Nr becomes equal to or greater than the threshold value Nref. It is temporarily determined that the torque transmission capacity of the transmission 60 is insufficient, and the regeneration control of the motor MG2 is prohibited and the shift of the transmission stage of the transmission 60 is prohibited. However, the transmission capacity of the transmission 60 is insufficient. When the provisional determination is made, the regenerative control of the motor MG2 is prohibited but the shift of the shift stage of the transmission 60 is not prohibited. Conversely, the shift of the shift stage of the transmission 60 is prohibited, but the regenerative control of the motor MG2 is prohibited. You may not do it. In addition, the prohibition of the regenerative control of the motor MG2 and the prohibition of the shift of the shift stage of the transmission 60 may be performed.

  In the hybrid vehicle 20B of the second embodiment, the transmission abnormality determination processing routine of FIG. 10 is executed in place of the transmission abnormality determination processing routine of FIG. 5, but the transmission abnormality determination processing routine of FIG. Ten transmission abnormality determination processing routines may be executed in parallel at the same time.

  Next, a hybrid vehicle 20C as a third embodiment of the present invention will be described. The hybrid vehicle 20C of the third embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment described with reference to FIGS. Therefore, in order to avoid redundant description, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals in the configuration of the hybrid vehicle 20C of the third embodiment, and the detailed description thereof will be omitted. Omitted.

  In the hybrid vehicle 20C of the third embodiment, in addition to executing the transmission abnormality determination processing routine and the drive control routine described in the first embodiment and the second embodiment, the EV travel-limited failsafe processing routine shown in FIG. And the drive control routine of FIG. 6 and the drive control routine of FIG. 11 are executed. The EV travel-limited failsafe processing routine executed by the hybrid vehicle 20C of the third embodiment is executed when some abnormality occurs and the operation of the engine 22 is stopped and the vehicle travels in the motor travel mode as failsafe.

  When the EV travel-limited failsafe processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 fixes the line pressure PL to a low pressure (step S800) and prohibits the shift of the gear stage of the transmission 60 (step S800). In step S810, the torque output from the motor MG2 is limited so that the torque can be transmitted by the transmission 60 even when the line pressure PL is low (step S820). The reason why the line pressure PL is fixed to a low pressure is that the engine 22 is not in operation, so the mechanical pump 102 does not operate, and it is necessary to generate the hydraulic pressure of the hydraulic circuit 100 only by the electric pump 104. This is because there are cases where it cannot be formed. In addition, the gear shift of the transmission 60 is prohibited because the line pressure PL of the hydraulic circuit 100 is fixed to a low pressure, so that the gear shift of the transmission 60 cannot be performed quickly. is there. The reason for limiting the torque of the motor MG2 is to suppress slipping of the brakes B1 and B2 of the transmission 60 because the transmission capacity of torque by the transmission 60 is insufficient because the line pressure PL is fixed to a low pressure. It is. When the torque of the motor MG2 is thus limited, the torque limit Tlim is set to the torque limit Tmax of the motor MG2 by the drive control, and the temporary motor torque Tm2tmp is limited by the torque limit Tmax, so that the torque command Tm2 * of the motor MG2 Is set, and the motor MG2 is driven by the torque command Tm2 *. As a result, the transmission 60 can transmit torque from the motor MG2 without slipping.

  According to the hybrid vehicle 20C of the third embodiment described above, when some abnormality occurs and the operation of the engine 22 is stopped as a fail safe and the vehicle travels in the motor travel mode, the line pressure PL of the hydraulic circuit 100 is fixed to a low pressure. Therefore, the inconvenience caused by the fact that the mechanical pump 102 does not operate and the hydraulic pressure of the hydraulic circuit 100 cannot be increased only by the electric pump 104, for example, the inconvenience such as heat generated by slipping of the brakes B1 and B2 is avoided. can do. In addition, since the shift of the shift stage of the transmission 60 is prohibited, it is possible to cope with the case where the shift of the shift stage of the transmission 60 cannot be performed quickly by fixing the line pressure PL of the hydraulic circuit 100 to a low pressure. it can. Further, since the torque of the motor MG2 is limited, the torque from the motor MG2 can be transmitted without slipping by the transmission 60, and inconvenience due to not limiting the torque of the motor MG2, for example, the brake B1 of the transmission 60 Heat generation due to slipping of the brake B2 and further decrease in torque transmission capacity caused by the heat generation can be suppressed. Of course, since the transmission abnormality determination processing routine and the drive control routine are executed in the same manner as the hybrid vehicles 20 and 20B of the first and second embodiments, the transmission abnormality determination processing routine and the drive control routine are executed. The effect by this can be show | played.

  In the hybrid vehicle 20C of the third embodiment, when some abnormality occurs and the operation of the engine 22 is stopped as a fail safe and the vehicle travels in the motor travel mode, the line pressure PL of the hydraulic circuit 100 is fixed to a low pressure. When it is possible to achieve a higher hydraulic pressure, the hydraulic pressure may be used.

  In the hybrid vehicle 20 of the embodiment, when some abnormality occurs and the operation of the engine 22 is stopped as a fail-safe and the vehicle travels in the motor travel mode, the gear shift of the transmission 60 is prohibited. It is good also as what shifts and fixes to the state of Lo gear.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, the transmission 60 that can change gears with two speeds of Hi and Lo is used. The shift speed is not limited to two, but may be three or more. In this case, the driving force may be cut when none of the gears can be formed.

  In the hybrid vehicles 20, 20B, and 20C of the first, second, and third embodiments, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. As exemplified in the hybrid vehicle 120 of the modification, the power of the motor MG2 is different from the axle (the axle to which the drive wheels 39a and 39b are connected) to which the ring gear shaft 32a is connected (the wheels 39c and 39d in FIG. 13). It may be connected to a connected axle).

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, the power of the engine 22 is used as a drive shaft connected to the drive wheels 39a, 39b via the power distribution and integration mechanism 30. The power is output to the ring gear shaft 32a, but power is output to the inner rotor 232 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22 as illustrated in the hybrid vehicle 220 of the modified example of FIG. An outer rotor 234 connected to the drive shaft may be included, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 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 that can output the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle, and the power from the internal combustion engine and the power from the electric motor are not limited thereto. May be mounted on a vehicle other than an automobile, an aircraft, a ship, or the like, or a form of a power output apparatus or a control method of the power output apparatus may be used. Moreover, it is good also as a form of the drive device integrated with electrical storage apparatuses, such as an internal combustion engine and a secondary battery, and the form of the control method of a drive device.

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

  The present invention can be used in a power output device, a driving device, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. It is explanatory drawing which shows an example of the action | operation of the fail safe valves 114 and 115. FIG. It is a flowchart which shows an example of the transmission abnormality determination process routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the 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 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. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is a flowchart which shows an example of the transmission abnormality determination process routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20B of 2nd Example. 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 20B of 2nd Example. It is a flowchart which shows an example of the EV driving | running | working limitation fail safe process routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20C of 3rd Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 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, 32b rotation speed sensor, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 Battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first Pinion gear, 63b 2nd 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, 100 Hydraulic circuit, 102 Mechanical pump, 103 Motor, 104 Electric pump, 105 3-way solenoid, 106 Pressure control valve , 108 Modulator valve, 110, 111 Linear solenoid, 112, 113 Control valve, 114, 115 Fail-safe valve, 1 16,117 Accumulator, 121 Temperature sensor, 120, 122, 123 Hydraulic switch, MG1, MG2 motor, B1, B2 brake.

Claims (26)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor that inputs and outputs power;
Transmission means for transmitting power with a change in transmission ratio between the rotating shaft of the electric motor and the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
During normal transmission in which the speed change means can operate with a driving force transmission capacity equal to or greater than a predetermined transmission capacity, a driving force based on the set required driving force is output to the driving shaft with intermittent operation of the internal combustion engine. The internal combustion engine, the power power input / output means, the electric motor, and the speed change means are controlled so that the speed change means cannot be operated with a drive force transfer capacity that is greater than the predetermined transfer capacity. Control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the transmission means so that a driving force based on the set required driving force is output to the drive shaft without starting the engine. When,
A power output device comprising:   The control means controls the driving force based on the set required driving force to be output to the driving shaft as the internal combustion engine is operated when the abnormality is transmitted. Means for controlling so that a driving force based on the set required driving force is output to the drive shaft when the internal combustion engine is stopped when the abnormality is transmitted, with the continuation of the stop of the internal combustion engine. The power output apparatus according to claim 1.   The said control means is a means to control this electric motor so that a driving force is output from the said motor within the range of the transmission capacity of the driving force which can be transmitted by the said transmission means at the time of the said abnormality transmission. Power output device.   4. The power output apparatus according to claim 1, wherein the control means is means for controlling the speed change means so that the speed ratio of the speed change means is not changed when the abnormality is transmitted. The power output device according to any one of claims 1 to 4,
The speed change means is means for changing a speed ratio by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure,
The said control means is a means to control as the time of the said abnormal transmission when the said 1st hydraulic pressure cannot be formed with the said hydraulic circuit. Power output device.   6. The power output apparatus according to claim 5, wherein the control means is means for controlling the transmission means so that the formation of the second hydraulic pressure is continued by the hydraulic circuit when the transmission is abnormal. The power output device according to claim 5,
The speed change means is means for changing a speed change ratio according to an engagement state of a plurality of clutches operated by the hydraulic circuit,
The control means is means for controlling the electric motor so that no driving force is output from the electric motor when the plurality of clutches cannot be engaged or disengaged.   8. The power output apparatus according to claim 7, wherein the speed change means is means for separating the rotating shaft of the electric motor from the drive shaft when the plurality of clutches cannot be engaged or disengaged. The power output device according to any one of claims 1 to 8,
A rotating shaft speed detecting means for detecting a rotating shaft speed that is the rotating speed of the rotating shaft of the electric motor;
Drive shaft rotational speed detection means for detecting the drive shaft rotational speed which is the rotational speed of the drive shaft;
With
The control means controls when the abnormality is transmitted when a rotational speed difference between the detected rotational shaft rotational speed and the detected driving shaft rotational speed is greater than or equal to the predetermined rotational speed difference over a predetermined time. Is a power output device.   The control means is configured to reduce the rotational speed difference over the predetermined time from when the rotational speed difference between the detected rotational shaft rotational speed and the detected drive shaft rotational speed is equal to or greater than the predetermined rotational speed difference. The power output apparatus according to claim 9, which is means for controlling the electric motor so that the electric motor is not subjected to regenerative control until the difference between the predetermined rotational speeds is exceeded. The power output device according to any one of claims 1 to 10,
A fixing means for fixing the drive shaft so as not to rotate;
When the internal combustion engine is stopped during the abnormal transmission, the rotation of the drive shaft stops, and when the drive shaft is fixed by the fixing means, the internal combustion engine is started and the started internal combustion engine is operated. A power output device that is a means for controlling to continue.   The power output according to any one of claims 1 to 11, wherein the control means is means for controlling the electric motor so that no driving force is output from the electric motor when the transmission means cannot transmit the driving force when the abnormality is transmitted. apparatus. A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor that inputs and outputs power;
Actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil, and shifting between the rotating shaft of the electric motor and the drive shaft Transmission means for transmitting power with a ratio change;
A power storage means for exchanging power with the power drive input / output means and the motor;
Mechanical pressurizing means for pressurizing the hydraulic oil using power from the internal combustion engine;
Electric pressurizing means for pressurizing the hydraulic oil using electric power from the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
At normal time when no abnormality occurs, the driving force based on the set required driving force is accompanied by the change of the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure and the intermittent operation of the internal combustion engine. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the operation of the internal combustion engine is prohibited due to an abnormality. The internal combustion engine is configured such that a driving force based on the set required driving force is output to the drive shaft with the prohibition of the change of the transmission gear ratio of the transmission device and the transmission of the power of the transmission device by the second hydraulic pressure. Control means for controlling the engine, the power drive input / output means, the electric motor, and the speed change means;
A power output device comprising:   When the operation of the internal combustion engine is prohibited due to the abnormality, the control unit controls the electric motor so that the driving force is output from the electric motor within a range of a driving force transmission capacity that can be transmitted by the transmission unit. The power output apparatus according to claim 13, which is a means.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
Power is exchanged with the power storage means and connected to the output shaft and the drive shaft of the internal combustion engine, and power is input to the output shaft and the drive shaft with input and output of power and power. Power power input / output means to output;
An electric motor connected to the power storage means and capable of exchanging electric power to input and output power;
Transmission means for transmitting power with a change in transmission ratio between the rotating shaft of the electric motor and the drive shaft;
During normal transmission in which the speed change means can operate with a transmission capacity of a driving force that is greater than or equal to a predetermined transmission capacity, a driving force based on the required driving force required for the driving shaft together with the intermittent operation control of the internal combustion engine is applied to the driving shaft. The power motive power input / output means, the electric motor, and the speed change means are controlled so that the output power is output, and the speed change means cannot be operated with a drive capacity transfer capacity greater than the predetermined transfer capacity. Control means for controlling the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is output to the drive shaft together with the control of the internal combustion engine without starting;
A drive device comprising:   The control means outputs a driving force based on the required driving force to the drive shaft together with the control of the internal combustion engine with the continuation of the operation of the internal combustion engine when the internal combustion engine is operated during the abnormal transmission. When the internal combustion engine is stopped during the abnormal transmission, a driving force based on the required driving force is output to the drive shaft together with the control of the internal combustion engine with the continuation of the operation stop of the internal combustion engine. 17. The driving device according to claim 16, wherein the driving device is a means for controlling the operation.   18. The driving device according to claim 16, wherein the control means is means for controlling the speed change means so that the speed ratio of the speed change means is not changed when the abnormality is transmitted. The drive device according to any one of claims 16 and 18,
The speed change means is means for changing a speed ratio by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure,
The control means is means for controlling as the time of abnormal transmission when the first hydraulic pressure cannot be formed by the hydraulic circuit. The drive device according to any one of claims 16 and 19,
A rotating shaft speed detecting means for detecting a rotating shaft speed that is the rotating speed of the rotating shaft of the electric motor;
Drive shaft rotational speed detection means for detecting the drive shaft rotational speed which is the rotational speed of the drive shaft;
With
The control means controls when the abnormality is transmitted when a rotational speed difference between the detected rotational shaft rotational speed and the detected driving shaft rotational speed is greater than or equal to the predetermined rotational speed difference over a predetermined time. Is the drive unit.   The control means is configured to reduce the rotational speed difference over the predetermined time from when the rotational speed difference between the detected rotational shaft rotational speed and the detected drive shaft rotational speed is equal to or greater than the predetermined rotational speed difference. 21. The driving device according to claim 20, which is means for controlling the electric motor so that the electric motor is not subjected to regenerative control until the difference between the predetermined rotational speeds is exceeded. A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
Power is exchanged with the power storage means and connected to the output shaft and the drive shaft of the internal combustion engine, and power is input to the output shaft and the drive shaft with input and output of power and power. Power power input / output means to output;
An electric motor connected to the power storage means and capable of exchanging electric power to input and output power;
Actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil, and shifting between the rotating shaft of the electric motor and the drive shaft Transmission means for transmitting power with a ratio change;
Mechanical pressurizing means for pressurizing the hydraulic oil using power from the internal combustion engine;
Electric pressurizing means for pressurizing the hydraulic oil using electric power from the power storage means;
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure together with intermittent operation control of the internal combustion engine. The power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, together with the operation stop control of the internal combustion engine The power power input / output so that a driving force based on the required driving force is output to the drive shaft together with prohibition of a change in the transmission gear ratio of the transmission means and transmission of power of the transmission means by the second hydraulic pressure. Control means for controlling the means, the electric motor and the speed change means;
A drive device comprising: An internal combustion engine; power power input / output means connected to the output shaft and drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; An electric motor for output, a transmission means for transmitting power with a change in gear ratio between the rotating shaft of the motor and the drive shaft, an electric power input / output means, and an electric storage means for exchanging electric power with the electric motor A method of controlling a power output device comprising:
During normal transmission in which the speed change means can operate with a driving force transmission capacity that is greater than or equal to a predetermined transmission capacity, a driving force based on a required driving force required for the driving shaft accompanying intermittent operation of the internal combustion engine is the driving shaft. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means are controlled so that the speed change means cannot be operated with a drive force transfer capacity greater than the predetermined transfer capacity. Controlling the internal combustion engine, the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is sometimes output to the drive shaft without starting the internal combustion engine.
A control method for a power output apparatus. An internal combustion engine; power power input / output means connected to the output shaft and drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; An output motor, and a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure by using pressurized hydraulic oil, and the rotation shaft and the drive shaft of the motor A transmission means for transmitting power with a change in speed ratio, an electric power input / output means and an electric storage means for exchanging electric power with the electric motor, and the hydraulic oil using the power from the internal combustion engine. A control method of a power output device comprising: a mechanical pressurizing unit that pressurizes; and an electric pressurizing unit that pressurizes the hydraulic oil using electric power from the power storage unit,
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure and intermittent operation of the internal combustion engine. The internal combustion engine, the power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, A driving force based on the set required driving force is output to the drive shaft with the suspension of operation, the prohibition of changing the transmission gear ratio of the transmission means, and the transmission of the power of the transmission means by the second hydraulic pressure. Controlling the internal combustion engine, the power input / output means, the motor, and the speed change means,
A control method for a power output apparatus. It is incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means, and is connected to the power storage means so as to be able to exchange power and is connected to the output shaft of the internal combustion engine and the drive shaft. Power power input / output means for inputting / outputting power to / from the output shaft and the drive shaft with power input / output, and an electric motor for inputting / outputting power connected to the power storage means so as to be able to exchange power, And a speed change means for transmitting power with a change in speed change ratio between the rotating shaft of the electric motor and the drive shaft,
During normal transmission in which the speed change means can operate with a transmission capacity of a driving force that is greater than or equal to a predetermined transmission capacity, a driving force based on the required driving force required for the driving shaft together with the intermittent operation control of the internal combustion engine is applied to the driving shaft. The power motive power input / output means, the electric motor, and the speed change means are controlled so that the output power is output, and the speed change means cannot be operated with a drive capacity transfer capacity greater than the predetermined transfer capacity. Controlling the power power input / output means, the electric motor, and the speed change means so that a driving force based on the required driving force is output to the driving shaft together with the control of the internal combustion engine without starting.
A control method for a driving device. It is incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means, and is connected to the power storage means so as to be able to exchange power and is connected to the output shaft of the internal combustion engine and the drive shaft. Power power input / output means for inputting / outputting power to / from the output shaft and the drive shaft with power input / output, and an electric motor for inputting / outputting power connected to the power storage means so as to be able to exchange power, The gear ratio between the rotating shaft of the motor and the drive shaft is actuated by a hydraulic circuit capable of forming a first hydraulic pressure and a second hydraulic pressure lower than the first hydraulic pressure using pressurized hydraulic oil. Transmission means for transmitting power with the change of the above, mechanical pressurizing means for pressurizing the hydraulic oil using the power from the internal combustion engine, and pressurizing the hydraulic oil using the electric power from the power storage means Electric pressurizing means A method of controlling a dynamic device,
In normal times when no abnormality occurs, the required driving force required for the drive shaft is accompanied by a change in the gear ratio of the transmission means by the first hydraulic pressure and the second hydraulic pressure together with intermittent operation control of the internal combustion engine. The power power input / output means, the electric motor, and the speed change means are controlled so that a driving force based on the output is output to the drive shaft, and when the operation of the internal combustion engine is prohibited due to an abnormality, together with the operation stop control of the internal combustion engine The power power input / output so that a driving force based on the required driving force is output to the drive shaft together with prohibition of a change in the transmission gear ratio of the transmission means and transmission of power of the transmission means by the second hydraulic pressure. Controlling means, the electric motor and the transmission means;
A control method for a driving device.

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