JP2010247689A - Power transmission controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure an appropriate traveling state when any abnormality is generated in a control object in the power transmission controller for a vehicle, which is applied to the vehicle equipped with an internal combustion engine and a motor as a power source. <P>SOLUTION: The power transmission controller for the vehicle is provided with a switching mechanism for selectively switching the connection state of an output shaft A4 of an M/G40 to an "IN connection state" that a power transmission system is formed between a transmission input shaft A2 and a motor output shaft A4, an "OUT connection state" that the power transmission system is formed between a transmission output shaft A3 and a motor output shaft A4, and a "neutral state" that the power transmission system is not formed. When it is determined that abnormality is generated in any of an E/G10, M/G40, clutch device M2, a transmission M1, and switching device M3, the M/G connection state is switched to a prescribed connection state given priority over a selection result based on a "normal switching map" according to the content of the abnormality in order to secure the appropriate traveling state. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power transmission control device for a vehicle, and particularly relates to one applied to a vehicle including an internal combustion engine and an electric motor as power sources.

  In recent years, so-called hybrid vehicles including an internal combustion engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 1). In a hybrid vehicle, an electric motor is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the internal combustion engine in cooperation with or independently of the internal combustion engine. In addition, the electric motor is used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electric energy supplied to and stored in the battery of the vehicle. By using the electric motor in this way, the overall energy efficiency (fuel consumption) of the entire vehicle can be improved.

JP 2000-224710 A

  By the way, in the hybrid vehicle, there are a case where a connection state (hereinafter referred to as “IN connection state”) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission is adopted. A connection state (hereinafter referred to as an “OUT connection state”) is adopted in which a power transmission system is formed between the output shaft of the transmission and the output shaft of the transmission (accordingly, drive wheels) without passing through the transmission. And there are cases.

  In the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Therefore, by adjusting the gear position of the transmission, the rotational speed of the output shaft of the motor is maintained within a range where energy conversion efficiency (more specifically, generation efficiency of drive torque, regenerative torque, etc.) is good. There is a merit that it is easy.

  On the other hand, in the OUT connection state, there is an advantage that power transmission loss can be reduced because the power transmission system does not involve a transmission having a complicated mechanism. Further, in a transmission (especially a transmission of a type that does not include a torque converter), normally, transmission of power from the input shaft to the output shaft of the transmission is temporarily performed during a gear shift operation (a gear shift operation). It is often blocked by As a result, a rapid change in acceleration in the vehicle longitudinal direction (so-called shift shock) is likely to occur. Even during such a shift operation, in the OUT connection state, the drive torque of the motor can be continuously output to the output shaft (and hence the drive wheel) of the transmission, and there is an advantage that shift shock can be reduced. .

  In view of the above, the applicant of the present application, in Japanese Patent Application No. 2007-271556, refers to the connection state of the output shaft of the motor (hereinafter also simply referred to as “motor connection state”) as an IN connection state and an OUT connection state. A switchable switching mechanism has already been proposed. In this switching mechanism, a connection state in which a power transmission system is not formed between the output shaft of the motor and the input shaft of the transmission or between the output shaft of the motor and the output shaft of the transmission (hereinafter referred to as “non-connection state”). May also be selected. In this switching mechanism, the motor connection state is selected and switched using the driving force of the actuator. Hereinafter, a device including this switching mechanism and an actuator that drives the switching mechanism is referred to as a “switching device”.

  Hereinafter, a power transmission device applied to a hybrid vehicle, including the switching device and a transmission gear selected using a driving force of an actuator (in particular, a multi-speed transmission not including a torque converter) ), And a clutch that is interposed between the output shaft of the internal combustion engine and the input shaft of the transmission and that selects the cut-off state or the joined state using the driving force of the actuator. Hereinafter, a device including the transmission and an actuator for driving the transmission is referred to as a “transmission device”, and a device including the clutch and an actuator for driving the clutch is referred to as a “clutch device”. A system including such a transmission and a clutch device is also referred to as an automated manual transmission.

  In such a power transmission control device, there are an internal combustion engine, an electric motor, a transmission (actuator), a clutch device (actuator), and a switching device (actuator) as control objects. The present inventor has found that an appropriate running state can be ensured by appropriately switching the motor connection state when an abnormality occurs in these controlled objects.

  An object of the present invention is a vehicle power transmission control device applied to a vehicle including an internal combustion engine and an electric motor as a power source, and ensures an appropriate traveling state when an abnormality occurs in a controlled object. It is to provide what can be done.

  A vehicle power transmission control device according to the present invention is applied to a vehicle including an internal combustion engine and an electric motor as power sources. The power transmission control device includes a transmission, a clutch device, a switching device, and control means. Hereinafter, it will be described in order.

  The transmission includes an input shaft that forms a power transmission system with the output shaft of the internal combustion engine, and an output shaft that forms a power transmission system with the drive wheels of the vehicle. A transmission capable of adjusting a ratio of the rotational speed of the input shaft to the rotational speed (transmission reduction ratio); and an actuator for driving the transmission. Even if the transmission is a multi-stage transmission capable of setting a plurality of different predetermined reduction ratios as the transmission reduction ratio, the reduction ratio is continuously adjusted (steplessly) as the transmission reduction ratio. It may be a continuously variable transmission.

  The transmission includes a torque converter and a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a speed change operation is automatically executed according to the running state of the vehicle. A multi-stage transmission (so-called manual transmission (MT)) that does not include a converter may be used. In the case of MT, even if the shift operation is executed by the driving force of the actuator based on the signal indicating the position of the shift lever operated by the driver, the traveling state of the vehicle regardless of the shift lever operation by the driver In response to this, a type (so-called automated manual transmission) in which the shift operation can be automatically executed by the driving force of the actuator may be employed.

  Hereinafter, a speed stage (for example, “first speed”, “second speed”) in which a power transmission system is formed between the input shaft and the output shaft is referred to as “travel speed stage”. A gear stage (for example, “neutral” or “parking”) in which no power transmission system is formed between them is referred to as a “non-travel gear stage”.

  The clutch device is interposed between an output shaft of the internal combustion engine and an input shaft of the transmission, and transmits at least a part of power between the output shaft of the internal combustion engine and the input shaft of the transmission. A clutch that can be adjusted to a joined state that performs transmission and a disconnected state that does not transmit power, and an actuator that drives the clutch.

  The switching device includes an electric motor connection state, an IN connection state in which a power transmission system is formed between an output shaft of the electric motor and an input shaft of the transmission, an output shaft of the electric motor, and an output of the transmission. An OUT connection state in which a power transmission system is formed without passing through the transmission between the shaft, and between the output shaft of the motor and the input shaft of the transmission, and between the output shaft of the motor and the transmission. A switching mechanism that can be switched to a non-connected state in which no power transmission system is formed between the output shaft and an actuator that drives the switching mechanism.

  The control means controls the internal combustion engine, the electric motor, the transmission (actuator), the clutch device (actuator), and the switching device (actuator) based on the running state of the vehicle. Under normal conditions, the electric motor connection state can be selected according to the running state of the vehicle (for example, the vehicle speed and the operation amount (required torque) of the acceleration operation member). This selection is usually made based on a map prepared in advance that defines the relationship between the running state and the selected motor connection state. Hereinafter, this map is referred to as “normal switching map”.

  The power transmission control device according to the present invention is characterized in that the control means determines that an abnormality has occurred in any of the internal combustion engine, the electric motor, the transmission device, the clutch device, and the switching device. The motor connection state is configured to be switched (prior to the selection result by the normal switching map) according to the content of the abnormality. According to this, the electric motor connection state can be appropriately switched according to the abnormality content, and an appropriate traveling state can be ensured. Hereinafter, each abnormality content will be described in order.

  First, a case where it is determined that an abnormality has occurred in the internal combustion engine will be described. In this case, when the amount of energy stored in the battery that supplies electric energy to the motor (remaining battery level) is greater than or equal to a predetermined value, the motor connection state is IN (prior to the selection result by the normal switching map). When the remaining battery level is less than the predetermined value, the motor connection state is switched to the OUT connection state (prior to the selection result by the normal switching map). Here, examples of the abnormality of the internal combustion engine include a state in which a desired driving torque cannot be obtained, a state in which smooth rotation cannot be obtained, and a state in which a loud sound / vibration occurs.

  When an abnormality occurs in the internal combustion engine, it is desirable to use an electric motor instead of using the internal combustion engine as a power source. When an electric motor is used as a power source, it becomes a problem whether to use an IN or OUT connection state.

  Here, as described above, in the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Accordingly, since the adjustable range of the vehicle speed is wide, the vehicle can travel at a high speed as in the normal state. However, since the power transmission system is through a transmission having a complicated mechanism, the power transmission loss is larger than that in the OUT connection state. Therefore, the rate of decrease in the remaining battery level is greater than in the OUT connection state. On the other hand, in the OUT connection state, the rotation speed of the output shaft of the motor with respect to the vehicle speed cannot be changed, so that the adjustable range of the vehicle speed is narrow. Therefore, the vehicle cannot travel at high speed, and only so-called retreat travel is possible. However, the rate of decrease in the remaining battery level is smaller than in the IN connection state.

  The above configuration is based on such knowledge. According to this, when the remaining battery level is sufficiently large, the IN connection state is selected, so that the vehicle can run at a high speed as in the normal state using the electric motor as a power source. As a result, when the remaining battery level becomes low, switching from the IN connection state to the OUT connection state is performed. As a result, only the retreat travel can be performed using the electric motor as a power source, and the time during which the retreat travel can be continued can be extended due to the small decrease rate of the remaining battery level.

  In the IN connection state, the transmission needs to be adjusted to the “traveling gear stage” in order to secure the power transmission system. On the other hand, in the OUT connection state, the transmission gear stage may be adjusted to either “travel gear stage” or “non-travel gear stage”, but “non-travel gear stage” may be selected. preferable. Thereby, the transmission loss of power can be reduced because the input shaft of the transmission does not rotate with the rotation of the output shaft of the transmission.

  Thus, when it is determined that an abnormality has occurred in the internal combustion engine, it is preferable to maintain the clutch in the disengaged state. When an abnormality occurs in the internal combustion engine, it is preferable not to rotate the output shaft of the internal combustion engine. According to the above configuration, the rotation of the output shaft of the internal combustion engine can be stopped even while the vehicle is running with the electric motor as a power source (and thus the input shaft of the transmission is rotating).

  Next, a case where it is determined that an abnormality has occurred in the electric motor will be described. In this case, the electric motor connection state is switched to the non-connection state (prior to the selection result by the normal time switching map). Here, examples of the abnormality of the electric motor include a state where a desired driving torque cannot be obtained, a state where smooth rotation cannot be obtained, and a state where a large sound / vibration occurs.

  When an abnormality occurs in the electric motor, it is desirable not to use the electric motor as a power source but to use an internal combustion engine. In addition, it is preferable not to rotate the output shaft of the electric motor. According to the above configuration, the rotation of the output shaft of the electric motor can be stopped even when the vehicle is running with the internal combustion engine as a power source (thus, while the input / output shaft of the transmission is rotating).

  Next, a case where it is determined that an abnormality has occurred in the clutch device will be described. As an abnormality of the clutch device, for example, due to an abnormality of the clutch itself or the actuator, the clutch is fixed in the disconnected state (cannot shift to the engaged state), and the clutch is fixed in the engaged state (in the disconnected state). The case of being unable to migrate).

  When an abnormality occurs in which the clutch is fixed in the disengaged state, the internal combustion engine cannot be used as a power source. This point is the same as “when it is determined that an abnormality has occurred in the internal combustion engine” described above. Accordingly, in this case, as in the case of “when it is determined that an abnormality has occurred in the internal combustion engine” described above, when the remaining battery level is equal to or higher than the predetermined value, the motor connection state (priority over the selection result by the normal switching map). When the remaining battery level is less than the predetermined value, the motor connection state is switched to the OUT connection state (prior to the selection result by the normal switching map).

  On the other hand, when an abnormality occurs in which the clutch is fixed in the engaged state, when the internal combustion engine is used as a power source, the power of the internal combustion engine is constantly transmitted to the transmission. As a result, it becomes difficult to perform a speed change operation. Therefore, in this case, it is desirable to use an electric motor instead of an internal combustion engine as a power source. In addition, when an electric motor is used as a power source, when the IN connection state is selected, the transmission is adjusted to the “traveling gear stage” so that the vehicle is traveling (therefore, the transmission is turned on / off). While the output shaft is rotating), the output shaft of the internal combustion engine also rotates.

  Based on this viewpoint, when an abnormality occurs in which the clutch is fixed in the engaged state, the motor connection state is switched to the OUT connection state (prior to the selection result by the normal time switching map). According to this, the gear stage of the transmission is adjusted to the “non-travel gear stage”, so that the vehicle is running with the electric motor as a power source (therefore, while the output shaft of the transmission is rotating). The rotation of the input shaft of the transmission (and hence the rotation of the output shaft of the internal combustion engine) can be stopped.

  As described above, when the OUT connection state is selected due to the occurrence of an abnormality in which the clutch is fixed in the engaged state, when the vehicle is stopped (the transmission gear stage is “non-running”). The battery is charged by switching the electric motor connection state from the OUT connection state to the IN connection state and driving the electric motor using the driving torque of the internal combustion engine (in a state where the gear is maintained at the “speed stage”). Is preferable. Thereby, it is possible to charge the battery while maintaining the state where the vehicle is stopped.

  Next, a case where it is determined that an abnormality has occurred in the transmission will be described. As an abnormality of the transmission device, for example, there is a case where the transmission gear stage is fixed at a specific gear stage (cannot be changed to another gear stage) due to the abnormality of the transmission itself or the actuator.

  If an abnormality occurs in the transmission, the shifting operation cannot be performed. Therefore, in this case, it is desirable to use an electric motor instead of an internal combustion engine as a power source. In addition, when an electric motor is used as a power source, it is preferable that the transmission is not included as part of the power transmission system.

  Based on this viewpoint, when an abnormality occurs in the transmission, the motor connection state is switched to the OUT connection state (prior to the selection result by the normal time switching map). According to this, the vehicle can be driven using the electric motor as a power source in a state where the transmission is not included as a part of the power transmission system.

  As described above, when the OUT connection state is selected due to the occurrence of an abnormality in the transmission, an abnormality in which the gear stage is fixed to the “non-traveling gear stage” has occurred. The motor connection state is switched from the OUT connection state to the IN connection state and the internal combustion engine is in a state where the vehicle is stopped (while the transmission gear stage is maintained at “non-traveling gear stage”). It is preferable that the battery is charged by driving the electric motor by using the driving torque. Thereby, it is possible to charge the battery while maintaining the state where the vehicle is stopped.

  Next, a case where it is determined that an abnormality has occurred in the switching device will be described. As an abnormality of the switching device, for example, a case where the motor connection state is fixed in a specific connection state (cannot be changed to another connection state) due to an abnormality of the switching mechanism itself or an actuator can be cited.

  When an abnormality that is fixed in a disconnected state occurs in the switching device, the electric motor cannot be used as a power source or a generator. Therefore, in this case, the operation of the electric motor is prohibited. Here, “actuation” corresponds to a state in which driving torque is generated as a power source, or a state in which electric power (and regenerative torque) is generated as a generator.

  When an abnormality that is fixed in the IN connection state occurs in the switching device, the frequency of operation of the electric motor is reduced as compared with a normal state. Specifically, for example, the motor is operated only when the selection result by the normal time switching map is in the IN connection state, and in other cases, the operation of the motor is prohibited.

  When an abnormality that is fixed in the OUT connection state occurs in the switching device, the frequency of operation of the electric motor is reduced as compared with a normal state. Specifically, for example, the motor is operated only when the selection result by the normal time switching map is the OUT connection state, and in other cases, the operation of the motor is prohibited. In addition, the electric motor may be operated as a power source only during the period during which the transmission is shifted. Thereby, the shift shock can be reduced as described above.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is the figure which showed 3 states which can be switched in the switching mechanism shown in FIG. It is a flowchart which shows the flow of the process performed when abnormality generate | occur | produces in E / G shown in FIG. It is a flowchart which shows the flow of the process performed when abnormality occurs in M / G shown in FIG. It is a flowchart which shows the flow of the process performed when abnormality has generate | occur | produced in the clutch apparatus shown in FIG. 3 is a flowchart showing a flow of processing executed when an abnormality occurs in the transmission shown in FIG. 1. It is a flowchart which shows the flow of the process performed when abnormality generate | occur | produces in the switching apparatus shown in FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is applied to a vehicle that includes a so-called automated manual transmission that uses a multi-stage transmission that includes an internal combustion engine and a motor generator as power sources and does not include a torque converter.

  The vehicle includes an engine (E / G) 10, a transmission M 1 including a transmission (T / M) 20, a clutch device M 2 including a clutch (C / T) 30, and a motor generator (M / G) 40. And a switching device M3 including a switching mechanism 50. E / G10 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G10 is connected to the input shaft A2 of T / M20 via C / T30.

  The T / M 20 is one of a well-known multi-stage transmission that does not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear and a parking gear. is there. Hereinafter, the forward gear and the reverse gear are referred to as “travel gear”, and the neutral gear and the parking gear are referred to as “non-travel gear”. In the traveling gear stage, a power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. In the non-traveling gear position, a power transmission system is not formed between the input / output shafts A2 and A3 of the T / M 20. In the travel gear stage, the T / M 20 can arbitrarily set a transmission reduction ratio Gtm, which is a ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3, in any of a plurality of stages. In the T / M 20, the shift speed is switched only by controlling the T / M actuator ACT1. The transmission M1 is configured by the T / M 20 and the actuator ACT1.

  The C / T 30 has one of well-known configurations, and is a shut-off state in which no power is transmitted between the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20, and a joined state in which power is transmitted. Can be adjusted. Hereinafter, for convenience of explanation, a state in which the rotations of the input shaft A2 and the output shaft A3 of the T / M 20 coincide with each other in the joined state is referred to as a “completely joined state”, and a state in which the rotation does not coincide with each other Call it. In this vehicle, a clutch pedal is not provided. The state of C / T 30 is controlled by adjusting the clutch stroke by C / T actuator ACT2. The clutch device M2 is configured by the C / T 30 and the actuator ACT2.

  The M / G 40 has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft A4. The M / G 40 functions as both a power source and a generator.

  The switching mechanism 50 is a mechanism that switches the connection state of the output shaft A4 of the M / G 40. The switching mechanism 50 includes a connecting piece 51 that rotates integrally with the output shaft A4 of the M / G 40, a connecting piece 52 that rotates integrally with the gear g1, a connecting piece 53 that rotates integrally with the gear g3, and a sleeve 54. The gear g1 is always in mesh with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20, and the gear g3 is always meshed with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20.

  The sleeve 54 is disposed so as to be coaxially movable in the axial direction of the output shaft A4 of the M / G 40, and its position in the axial direction is controlled by the switching actuator ACT3. The sleeve 54 can be splined to the connecting pieces 51, 52, 53.

  When the sleeve 54 is controlled to the IN connection position shown in FIG. 2A, the sleeve 54 is spline-fitted with the connecting pieces 51 and 52. Thereby, a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g1 and g2. This state is called an “IN connection state”.

  In the IN connection state, the ratio of the rotational speed of the output shaft A4 of the M / G 40 to the rotational speed of the input shaft A2 of the T / M 20 is referred to as “first reduction ratio G1,” and the first reduction ratio G1 and the transmission reduction ratio Gtm. (G1 · Gtm) is referred to as “IN connection reduction ratio Gin”. In this example, since G1 = (number of teeth of g2) / (number of teeth of g1), Gin = (number of teeth of g2) / (number of teeth of g1) · Gtm. That is, Gin changes according to the change of the gear position of T / M20.

  When the sleeve 54 is controlled to the OUT connection position shown in FIG. 2B, the sleeve 54 is spline-fitted with the connecting pieces 51 and 53. Accordingly, a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g3 and g4 without using the T / M 20. This state is called “OUT connection state”.

  In the OUT connection state, the ratio of the rotation speed of the output shaft A4 of the M / G 40 to the rotation speed of the output shaft A3 of the T / M 20 is referred to as “OUT connection reduction ratio Gout”. In this example, Gout is constant at (number of teeth of g4) / (number of teeth of g3). That is, Gout does not change according to the change in the gear position of T / M20.

  Further, when the sleeve 54 is controlled to the non-connection position shown in FIG. 2C, the sleeve 54 is spline-fitted only with the connecting piece 51. Thereby, a power transmission system is not formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40, or between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the switching actuator ACT3 (therefore, controls the position of the sleeve 54), thereby connecting the output state of the output shaft A4 of the M / G 40 (hereinafter also referred to as “M / G connection state”). .) Can be selectively switched to any one of “IN connection state”, “OUT connection state”, and “neutral state”. A switching device M3 is configured by the switching mechanism 50 and the actuator ACT3.

  The output shaft A3 of the T / M 20 is connected to an operating mechanism D / F, and the operating mechanism D / F is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft A3 of the T / M 20 and the operation mechanism D / F.

  Further, the present apparatus includes a wheel speed sensor 61 that detects the wheel speed of the drive wheel, an accelerator opening sensor 62 that detects an operation amount of the accelerator pedal AP, a shift position sensor 63 that detects the position of the shift lever SF, And a brake sensor 64 for detecting whether or not the brake pedal BP is operated.

  Further, this apparatus includes an electronic control unit ECU 70. The ECU 70 controls the actuators ACT1 to ACT3 based on the information from the sensors 61 to 64 and other sensors described above, so that the T / M20 shift stage, the state of the C / T30, and the switching The state of the mechanism 50 is controlled. In addition, the ECU 70 controls each output (drive torque, regenerative torque) of the E / G 10 and the M / G 40.

  The shift speed of T / M 20 is a required torque Tr (T / M 20 of T / M 20) calculated based on the vehicle speed V obtained from the wheel speed sensor 61 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 62. Torque on the output shaft A3) and the position of the shift lever SF obtained from the shift position sensor 63. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of the T / M 20 is set in principle to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the position of the shift lever SF is at a position corresponding to the “automatic mode”, the gear position of the T / M 20 is normally set based on the combination of the vehicle speed V and the required torque Tr, etc. It is automatically controlled without being operated.

  Specifically, during normal operation, the selection of the gear position of T / M 20 is made in advance to define the relationship between the running state (combination of vehicle speed V and required torque Tr, etc.) and the selected gear position. This is based on a map or the like. Hereinafter, this map is referred to as a “normal speed change map”. Hereinafter, the operation when the gear position of the T / M 20 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  The C / T 30 is maintained in a joined state (particularly, a completely joined state) in a normal traveling state, and the shift lever SF is in the “neutral” position or the “parking” position during the shifting operation of the T / M 20. In such a case, the shut-off state is maintained. Further, C / T 30 is a maximum value of torque that can be transmitted (hereinafter referred to as “clutch torque”) according to the clutch stroke adjusted by the actuator ACT2 in the engaged state (particularly, the semi-joined state). It is adjustable.

  The clutch torque can be adjusted more precisely than the torque of the output shaft A1 of the E / G 10 itself. Therefore, by controlling the clutch torque while maintaining the driving torque of the output shaft A1 of the E / G10 larger than the clutch torque, the input shaft A2 of the T / M20 based on the torque of the output shaft A1 of the E / G10 is controlled. The transmitted torque can be finely adjusted to match the clutch torque.

  The M / G 40 is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the E / G 10 in cooperation with or independently of the E / G 10. The M / G 40 is also used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electrical energy supplied and stored in a battery (not shown) of the vehicle.

  Hereinafter, the torque of the output shaft A1 of the E / G 10 is referred to as “E / G torque”, and the torque of the output shaft A4 of the M / G 40 is referred to as “M / G torque”. The rotational speed of the output shaft A1 of the E / G 10 is referred to as “E / G rotational speed”, and the rotational speed of the output shaft A4 of the M / G 40 is referred to as “M / G rotational speed”. Further, the torque transmitted to the output shaft A3 of the T / M 20 based on the E / G torque is referred to as “E / G side output torque” and is transmitted to the output shaft A3 of the T / M 20 based on the M / G torque. The torque is referred to as “M / G side output torque”. The E / G side output torque is a value obtained by multiplying the E / G torque by the transmission speed reduction ratio Gtm (when C / T 30 is in the fully connected state). The M / G side output torque is a value obtained by multiplying the M / G torque by the IN connection reduction ratio Gin in the IN connection state, and a value obtained by multiplying the M / G torque by the OUT connection reduction ratio Gout in the OUT connection state. is there. The M / G side output torque can be adjusted by adjusting the M / G torque, and the E / G side output torque can be adjusted by adjusting the E / G torque or the clutch torque.

  In this apparatus, normally, according to one of well-known methods, the E / G torque and the M / G torque are set so that the sum of the E / G side output torque and the M / G side output torque matches the required torque Tr. Distribution is adjusted. The distribution between the E / G torque and the M / G torque is adjusted based on the traveling state of the vehicle (for example, the vehicle speed V and the required torque Tr).

  In the switching mechanism 50, the M / G connection state is switched as the sleeve 54 moves. Hereinafter, this movement of the sleeve 54 is referred to as “switching operation”. The start of the switching operation corresponds to the start of the movement of the sleeve 54, and the end of the switching operation corresponds to the end of the movement of the sleeve 54. The M / G connection state can be switched based on, for example, a combination of the vehicle speed V and the required torque Tr in a normal state. Specifically, during normal operation, the selection of the M / G connection state is made in advance to define the relationship between the traveling state (combination of the vehicle speed V and the required torque Tr, etc.) and the selected M / G connection state. Is performed based on the map or the like. Hereinafter, this map is referred to as “normal switching map”.

(Processing in case of abnormality)
In this device, when it is determined that an abnormality has occurred in any of E / G10, M / G40, clutch device M2, transmission device M1, and switching device M3, in order to ensure an appropriate traveling state, Depending on the contents, processing such as switching the M / G connection state to a predetermined connection state in preference to the selection result by the normal time switching map is performed. Hereinafter, each abnormality content will be described in order.

<When E / G10 is abnormal>
Processing when an abnormality occurs in the E / G 10 will be described with reference to FIG. Examples of the abnormality of the E / G 10 include a state where a desired E / G torque cannot be obtained, a state where smooth rotation cannot be obtained, and a state where a large sound / vibration occurs. The determination as to whether or not such an abnormality has occurred can be achieved using one of well-known methods (for example, a method using a diagnostic signal).

  When it is determined that an abnormality has occurred in the E / G 10 (determined as “Yes” in step 305), it is determined whether or not the remaining battery level is equal to or greater than a predetermined value (step 310). The remaining battery level is the amount of energy stored in a battery (not shown) that supplies electrical energy to the M / G 40. The remaining battery level is also called “state of charge (SOC)”. The remaining battery level can be obtained using one of the well-known methods.

  If the remaining battery level is greater than or equal to a predetermined value (determined as “Yes” in step 310), the M / G connection state is switched to the IN connection state in preference to the selection result by the “normal switching map” (step 315), When the remaining battery level is less than the predetermined value (determined as “No” in step 310), the M / G connection state is switched to the OUT connection state in preference to the selection result based on the “normal switching map” (step 320).

  The process shown in FIG. 3 will be described below. When abnormality occurs in E / G10, it is preferable not to use E / G as a power source. Therefore, M / G40 is used as a power source. Here, when the M / G 40 is used as a power source, it becomes a problem whether to use the IN or OUT connection state.

  As described above, in the IN connection state, the M / G rotation speed with respect to the vehicle speed can be changed by changing the gear position of T / M20. This means that the adjustable range of the vehicle speed is wide, so that the vehicle can run at a high speed as in the normal state. However, since the T / M 20 having a complicated mechanism is included in a part of the power transmission system in the IN connection state, the power transmission loss is larger than that in the OUT connection state. That is, the rate of decrease in the remaining battery level is greater than in the OUT connection state. On the other hand, in the OUT connection state, the adjustable range of the vehicle speed is narrow because the M / G rotation speed with respect to the vehicle speed cannot be changed. This means that the vehicle cannot travel at high speed and only so-called retreat travel is possible. However, the rate of decrease in the remaining battery level is smaller than in the IN connection state.

  According to the processing shown in FIG. 3, when the remaining battery level is sufficiently large, the IN connection state is selected, so that the vehicle can be used at high speed as normal while using the M / G 40 as a power source. Can run. As a result, when the remaining battery level becomes small, the switching operation from the IN connection state to the OUT connection state is performed. As a result, only the retreat travel is possible while using the M / G 40 as a power source. However, since the rate of decrease in the remaining battery capacity is small, the continuation time for retreat travel can be lengthened.

  Hereinafter, an additional description will be given for a case where an abnormality has occurred in the E / G 10 (that is, the case where the process of step 315 or 320 is being executed). In the IN connection state, the gear position of the T / M 20 is adjusted to the “travel gear position” in order to secure the power transmission system. On the other hand, in the OUT connection state, the gear position of the T / M 20 may be adjusted to either “travel gear position” or “non-travel gear position”. In this example, “non-traveling gear position” is selected. This is because the transmission loss of power can be reduced by not transmitting the power to the input shaft A2 of the T / M 20 as the output shaft A3 of the T / M 20 rotates.

  In the IN connection state, the vehicle travels using the M / G 40 as a power source while changing the gear position of the T / M 20 according to the traveling state (for example, referring to the normal shift map). During the speed change operation, the power supply to the M / G 40 can be cut or the output of the M / G 40 can be reduced. As a result, the torque transmitted to the T / M 20 based on the M / G torque is reduced, so that the shift operation is easily performed.

  Further, in the OUT connection state, the T / M 20 shift stage is fixed at the neutral stage, and the combination of the M / G rotation speed and the M / G torque is maintained within an allowable range defined by the M / G 40 while Evacuates. At this time, the output of the M / G 40 is suppressed to a small value in order to lengthen the continuation time for the retreat travel.

  Moreover, C / T30 is maintained in the cutoff state. This is based on the following reason. That is, when an abnormality occurs in the E / G 10, it is preferable not to rotate the output shaft A1 of the E / G 10. Here, by maintaining the C / T 30 in the cut-off state, the vehicle is traveling while using the M / G 40 as a power source in the IN or OUT connection state (therefore, the input shaft A2 of the T / M 20 is rotating). ), The rotation of the output shaft A1 of the E / G 10 can be stopped.

  Further, when the vehicle is traveling while using the M / G 40 as a power source in the IN or OUT connection state, when the vehicle decelerates (the accelerator pedal AP is in the off state or the brake pedal BP is in the on state), the rotating T The M / G 40 can be driven using the power of the input / output shafts A2 and A3 of / M20. Thereby, the M / G 40 operates as a generator, so that the vehicle can be decelerated by the regenerative torque, and the battery can be charged. In addition, when abnormality has generate | occur | produced in E / G10, M / G40 cannot be driven as a generator using E / G torque.

<When M / G40 is abnormal>
Processing when an abnormality occurs in the M / G 40 will be described with reference to FIG. Examples of abnormalities of M / G 40 include a state where a desired M / G torque cannot be obtained, a state where smooth rotation cannot be obtained, and a state where a large sound / vibration occurs. The determination as to whether or not such an abnormality has occurred can be achieved using one of well-known methods (for example, a method using a diagnostic signal).

  When it is determined that an abnormality has occurred in the M / G 40 (determined as “Yes” in Step 405), the M / G connection state is switched to the neutral state in preference to the selection result by the “normal switching map” (Step S405). 410).

  Hereinafter, the process shown in FIG. 4 will be described. When abnormality occurs in M / G40, it is preferable not to use M / G40 as a power source. Therefore, E / G10 is used as a power source. When an abnormality occurs in the M / G 40, it is preferable not to rotate the output shaft A4 of the M / G 40. According to the processing shown in FIG. 4, while the vehicle is running while using the E / G 10 as a power source (thus, while the input / output shafts A2 and A3 of the T / M 20 are rotating), the M / G 40 The rotation of the output shaft A4 can be stopped. Note that during vehicle travel using the E / G 10 as a power source, the gear position of the T / M 20 is changed in accordance with the travel state (for example, referring to the normal speed shift map), and C / T20 is switched from the joined state to the blocked state.

<When the clutch device M2 is abnormal>
Processing when an abnormality occurs in the clutch device M2 will be described with reference to FIG. The abnormality of the clutch device M2 includes, for example, the case where the C / T 30 itself or the C / T 30 is fixed in the disconnected state due to the abnormality of the actuator ACT 2 (that is, cannot be shifted to the joined state), and C / T 30 There is a case where T30 is fixed in a joined state (that is, cannot be shifted to a cut-off state). The determination as to whether or not such an abnormality has occurred can be achieved using one of well-known methods (for example, a method using a diagnostic signal).

  When it is determined that an abnormality has occurred in the clutch device M2 (determined as “Yes” in step 505), it is determined whether or not an abnormality that fixes the C / T 30 in the disconnected state has occurred (step 510). . If an abnormality has occurred in which C / T 30 is fixed in the shut-off state (determined as “Yes” in step 510), it is determined whether the remaining battery level is equal to or greater than a predetermined value (step 515).

  If the remaining battery level is equal to or greater than the predetermined value (determined as “Yes” in step 515), the M / G connection state is switched to the IN connection state in preference to the selection result by the “normal switching map” (step 520). ) When the remaining battery level is less than the predetermined value (determined as “No” in step 515), the M / G connection state is switched to the OUT connection state in preference to the selection result based on the “normal switching map” (step 525). ).

  On the other hand, if an abnormality has occurred in which the C / T 30 is fixed in the joined state (determined as “No” in step 510), the M / G connection state has priority over the selection result based on the “normal switching map”. The connection state is switched (step 530).

  Hereinafter, the process shown in FIG. 5 will be described. First, a case where an abnormality that fixes the C / T 30 in the shut-off state occurs will be described. In this case, E / G10 cannot be used as a power source. This point is the same as the above <E / G10 abnormality>. Therefore, in this case, the M / G connection state is selected to be the IN or OUT connection state according to the remaining battery level, and the M / G 40 is used as the power source, following the example of <E / G10 abnormality> The vehicle runs while being.

  Next, a case where an abnormality occurs in which the C / T 30 is fixed in the joined state will be described. In this case, when the E / G 10 is used as a power source, the E / G torque is always transmitted to the T / M 20. As a result, it becomes difficult to perform the shifting operation of T / M20. Therefore, in this case, the E / G 10 is not used as the power source, and the M / G 40 is used.

  When the M / G 40 is used as a power source and the IN connection state is selected, the gear position of the T / M 20 is adjusted to the “travel gear position”. As a result, the output shaft A1 of the E / G 10 also rotates while the vehicle is traveling (thus, while the input / output shafts A2 and A3 of the variable T / M 20 are rotating). On the other hand, the rotation of the output shaft A1 of the E / G 10 can be stopped while the vehicle is traveling by selecting the OUT connection state and adjusting the gear position of the T / M 20 to the “non-travel gear position”. it can. Based on the above knowledge, when an abnormality occurs in which the C / T 30 is fixed in the joined state, the OUT connection state is selected, and the gear position of the T / M 20 is adjusted to the “non-travel gear position”.

  Hereinafter, an additional description will be given for a case where an abnormality has occurred in the clutch device M2 (that is, a case where any one of steps 520, 525, and 530 is being performed). As in the case of <E / G10 abnormality> described above, in the IN connection state, the T / M20 gear position is adjusted to “travel gear position”, and in the OUT connection state, the T / M20 gear position is “ It is adjusted to “non-traveling gear position”.

  In the IN connection state, the vehicle travels using the M / G 40 as a power source while changing the gear position of the T / M 20 according to the traveling state (for example, referring to the normal shift map). In order to facilitate the gear shifting operation during the gear shifting operation, the energization to the M / G 40 can be cut or the output of the M / G 40 can be reduced.

  Further, in the OUT connection state, the T / M 20 shift stage is fixed to the neutral stage, and the combination of the M / G rotation speed and the M / G torque is maintained within the allowable range defined by the M / G 40 while Evacuates.

  Further, when the vehicle is traveling while using the M / G 40 as a power source in the IN or OUT connection state, when the vehicle decelerates (the accelerator pedal AP is in the off state or the brake pedal BP is in the on state), the rotating T By driving the M / G 40 using the power of the input / output shafts A2 and A3 of / M20, the vehicle can be decelerated by the regenerative torque and the battery can be charged.

  In particular, when an abnormality occurs in which the C / T 30 is fixed in the joined state, the battery can be charged while the vehicle is stopped. That is, in this case, the M / G connection state (step 530) in which the OUT connection state is selected is switched to the IN connection state. In addition, the E / G 10 is driven in a state where the gear position of the T / M 20 is maintained at the “non-travel gear position”. Thereby, M / G40 is driven as a generator using E / G torque, maintaining a state where a vehicle stopped, and a battery can be charged.

<When abnormality of transmission M1>
A process when an abnormality occurs in the transmission M1 will be described with reference to FIG. As an abnormality of the transmission M1, the T / M 20 itself or the abnormality of the actuator ACT1, for example, causes the T / M 20 gear to be fixed at a specific gear (cannot be changed to another gear). There are cases. The determination as to whether or not such an abnormality has occurred can be achieved using one of well-known methods (for example, a method using a diagnostic signal).

  When it is determined that an abnormality has occurred in the transmission M1 (determined as “Yes” in step 605), the M / G connection state is switched to the OUT connection state in preference to the selection result based on the “normal switching map” ( Step 610).

  Hereinafter, the process shown in FIG. 6 will be described. When an abnormality occurs in the transmission M1, the shift operation cannot be performed. From this viewpoint, it is preferable not to use E / G as a power source. Therefore, M / G40 is used as a power source. When the M / G 40 is used as the power source, it is preferable that the T / M 20 that may have an abnormality is not included as part of the power transmission system.

  Based on this viewpoint, when an abnormality occurs in the transmission M1, the M / G connection state is switched to the OUT connection state. As a result, the vehicle can be driven using the M / G 40 as a power source in a state where the T / M 20 that may have an abnormality is not included as part of the power transmission system.

  Hereinafter, an additional description will be given of a case where an abnormality has occurred in the transmission M1 (that is, a case where the processing of step 610 is being performed). C / T30 is maintained in the cutoff state. This is based on the following reason. That is, when an abnormality occurs in the transmission M1, E / G is not used as a power source. When an abnormality occurs in which the gear position of T / M 20 is fixed at “travel gear position”, the input shaft A2 of T / M 20 is rotationally driven while the vehicle is traveling in the OUT connection state. At this time, if the C / T 30 is in the joined state, the output shaft A1 of the E / G 10 is also rotationally driven, and the power transmission loss increases. As described above, the C / T 30 is maintained in the cutoff state. This stops the rotation of the output shaft A1 of the E / G 10 while the vehicle is traveling in the OUT connection state (and thus the input shaft A2 of the T / M 20 is rotating), thereby reducing power transmission loss. can do.

  Further, when the vehicle is traveling while using the M / G 40 as a power source in the OUT connection state, when the vehicle is decelerating (the accelerator pedal AP is in the off state or the brake pedal BP is in the on state), the rotating T / M 20 By driving the M / G 40 using the power of the output shaft A3, the vehicle can be decelerated by the regenerative torque, and the battery can be charged.

  In the OUT connection state, the vehicle retreats while maintaining the combination of the M / G rotation speed and the M / G torque within the allowable range defined by M / G40.

  In addition, when there is an abnormality that the T / M 20 shift stage is fixed at a specific shift stage of the “travel shift stage”, the M / G 40 may be used as a power source depending on the running state of the vehicle. E / G10 can be used. Alternatively, E / G10 can be used as a power source in addition to M / G40. As a result, the energy consumption rate of the M / G 40 can be reduced, and the rate of decrease in the remaining battery level can be reduced.

  In particular, when there is an abnormality in which the gear position of T / M 20 is fixed at the “non-travel gear position”, the battery can be charged while the vehicle is stopped. That is, in this case, the M / G connection state (step 530) in which the OUT connection state is selected is switched to the IN connection state, and the C / T 30 is switched from the cutoff state to the joined state. In this state, the E / G 10 is driven. Thereby, M / G40 is driven as a generator using E / G torque, maintaining a state where a vehicle stopped, and a battery can be charged.

<When switching device M3 is abnormal>
Processing when an abnormality occurs in the switching device M3 will be described with reference to FIG. As an abnormality of the switching device M3, for example, when the M / G connection state is fixed in a specific connection state (cannot be changed to another connection state) due to the abnormality of the switching mechanism 50 itself or the actuator ACT3. Is mentioned. The determination as to whether or not such an abnormality has occurred can be achieved using one of well-known methods (for example, a method using a diagnostic signal).

  If it is determined that an abnormality has occurred in the switching device M3 (determined as “Yes” in step 705), it is determined whether or not an abnormality has occurred in which the switching mechanism 50 is fixed in the neutral state (step 710). . If an abnormality has occurred in which the switching mechanism 50 is fixed in the neutral state (determined as “Yes” in step 710), the operation of the M / G 40 is prohibited (step 715).

  In addition, when an abnormality has occurred in which the switching mechanism 50 is fixed in the IN connection state (“No” is determined in Step 710 and “Yes” is determined in Step 720), the selection result based on the “normal switching map” is the IN connection. Only in the state, the M / G 40 operates (step 725).

  In addition, when an abnormality has occurred in which the switching mechanism 50 is fixed in the OUT connection state (determined as “No” in Step 720), only when the selection result based on the “normal switching map” is the OUT connection state, M / G40 is activated (step 730).

  Hereinafter, the process shown in FIG. 7 will be described. First, a case where an abnormality occurs in which the switching mechanism 50 is fixed in the neutral state will be described. In this case, the M / G 40 cannot be used as a power source or a generator. Accordingly, the operation of the M / G 40 is prohibited. Here, “actuation” refers to a state where drive torque is generated as a power source, or a state where electric power (and regenerative torque) is generated as a generator.

  That is, in this case, E / G10 is used as a power source. During vehicle travel using the E / G 10 as a power source, the T / M 20 shift stage is changed according to the travel state (for example, referring to the normal shift map), and every time a shift operation is performed, the C / T 20 Is switched from the joined state to the cut-off state.

  Next, a case where an abnormality that causes the switching mechanism 50 to be fixed in the IN connection state occurs will be described. In this case, the OUT connection state cannot be achieved. Therefore, when the selection result based on the “normal switching map” is the OUT connection state, when the M / G 40 is operated in the state where the IN connection state is selected, the combination of the M / G rotation speed and the M / G torque becomes M / G40 may deviate from the tolerance defined by G40. Therefore, it is preferable not to operate the M / G 40 when the selection result by the “switching map at normal time” is the OUT connection state. Further, when the selection result based on the “normal switching map” is in the neutral state, the M / G 40 cannot be operated as in the normal state.

  As described above, in this case, the M / G 40 is activated only when the selection result based on the “switching map at normal time” is the IN connection state. In other words, the frequency with which the M / G 40 operates is reduced compared to the normal time. Therefore, when the selection result by the “normal switching map” is in the IN connection state, only the M / G 40 or the M / G 40 and E / G 10 can be used as the power source, and the selection result by the “normal switching map” is In the OUT connection state or the neutral state, only the E / G 10 is used as a power source.

  During traveling of the vehicle using M / G 40 and / or E / G 10 as a power source, the gear position of T / M 20 is changed according to the traveling state (for example, referring to a normal shift map). While the vehicle travels using the M / G 40 as a power source, the C / T 20 is maintained in the cut-off state and the E / G 10 is stopped. In addition, during the shifting operation, in order to facilitate the shifting operation, the energization to the M / G 40 can be cut or the output of the M / G 40 can be reduced. During traveling of the vehicle using the E / G 10 as a power source, the C / T 20 is switched from the joined state to the cut-off state every time a shift operation is performed.

  In this way, when an abnormality occurs in which the switching mechanism 50 is fixed in the IN connection state, the battery can be charged while the vehicle is stopped. That is, the E / G 10 is driven in a state in which the gear position of the T / M 20 is adjusted to the “non-travel gear position” and the C / T 30 is adjusted to the joined state. Thereby, M / G40 is driven as a generator using E / G torque, maintaining a state where a vehicle stopped, and a battery can be charged.

  Next, a case where an abnormality occurs in which the switching mechanism 50 is fixed in the OUT connection state will be described. In this case, the IN connection state cannot be achieved. Accordingly, when the selection result by the “switching map at normal time” is the IN connection state, when the M / G 40 is operated in the state where the OUT connection state is selected, the combination of the M / G rotation speed and the M / G torque becomes M. / G40 may deviate from the tolerance defined by G40. Therefore, it is preferable not to operate the M / G 40 when the selection result by the “switching map at normal time” is the IN connection state. Further, when the selection result based on the “normal switching map” is in the neutral state, the M / G 40 cannot be operated as in the normal state.

  As described above, in this case, the M / G 40 is operated only when the selection result based on the “switching map at normal time” is the OUT connection state. In other words, the frequency with which the M / G 40 operates is reduced compared to the normal time. Therefore, when the selection result by the “normal switching map” is in the OUT connection state, only the M / G 40 or the M / G 40 and E / G 10 can be used as the power source, and the selection result by the “normal switching map” In the case of IN connection state or neutral state, only E / G10 is used as a power source.

  Thus, when the switching mechanism 50 is fixed in the OUT connection state, the combination of the M / G rotation speed and the M / G torque is maintained within the allowable range defined by the M / G 40, and the M / G 40 and The vehicle retreats using / or E / G10 as a power source. In this way, when an abnormality occurs in which the switching mechanism 50 is fixed in the OUT connection state, the battery cannot be charged while the vehicle is stopped.

  In this case, the M / G 40 may be operated as a power source only during a period in which the T / M 20 gear shifting operation is performed. Thereby, in addition to the above-described “shift shock” being reduced, the frequency at which the M / G 40 operates can be reduced as much as possible, thereby reducing the rate of decrease in the remaining battery level.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above-described embodiment, a so-called automated manual transmission using a multi-stage transmission that does not include a torque converter is used as the transmission, but the transmission includes a torque converter and is in a running state of the vehicle. Accordingly, a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a shift operation is automatically executed may be used.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position sensor, 64 ... Brake sensor, 70 ... ECU , AP ... accelerator pedal, BP ... accelerator pedal, SF ... shift lever

Claims (10)

A vehicle power transmission control device applied to a vehicle including an internal combustion engine and an electric motor as a power source,
An input shaft for forming a power transmission system with the output shaft of the internal combustion engine and an output shaft for forming a power transmission system with the drive wheels of the vehicle, and the input to the rotational speed of the output shaft A transmission including a transmission capable of adjusting a transmission reduction ratio, which is a ratio of a rotational speed of a shaft, and an actuator for driving the transmission;
A joint state interposed between an output shaft of the internal combustion engine and an input shaft of the transmission to transmit at least a part of power between the output shaft of the internal combustion engine and the input shaft of the transmission; A clutch device including a clutch adjustable to a cut-off state that does not transmit power, and an actuator that drives the clutch;
The connection state of the output shaft of the motor, the input side connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and the output shaft of the motor and the output of the transmission An output side connection state in which a power transmission system is formed without passing through the transmission between the shaft and an output shaft of the motor and the transmission between the output shaft of the motor and the input shaft of the transmission. A switching mechanism including a switching mechanism that can be switched to a non-connected state in which a power transmission system is not formed between the output shaft and the actuator that drives the switching mechanism;
Control means for controlling the internal combustion engine, the electric motor, the transmission, the clutch device, and the switching device based on a running state of the vehicle;
With
The control means includes
When it is determined that an abnormality has occurred in any of the internal combustion engine, the electric motor, the transmission, the clutch device, and the switching device, the connection state of the output shaft of the electric motor is switched according to the content of the abnormality A power transmission control device for a vehicle configured as described above. The power transmission control device for a vehicle according to claim 1,
The control means includes
Based on the determination that an abnormality has occurred in the internal combustion engine, when the remaining battery level, which is the amount of energy stored in the battery that supplies electric energy to the electric motor, exceeds a predetermined value, the output shaft of the electric motor The vehicle power transmission control device is configured to switch the connection state of the motor to the input side connection state and switch the connection state of the output shaft of the motor to the output side connection state when the remaining battery level is less than the predetermined value. . The power transmission control device for a vehicle according to claim 2,
The control means includes
A vehicle power transmission control device configured to maintain the clutch in the disengaged state based on a determination that an abnormality has occurred in the internal combustion engine. The power transmission control device for a vehicle according to claim 1,
The control means includes
A vehicle power transmission control device configured to switch the connected state of the output shaft of the motor to the disconnected state based on the determination that an abnormality has occurred in the motor. The power transmission control device for a vehicle according to claim 1,
The control means includes
Based on the determination that an abnormality that is fixed in the disconnected state has occurred in the clutch device, a remaining battery level that is an amount of energy stored in a battery that supplies electric energy to the electric motor is greater than or equal to a predetermined value. In this case, the connection state of the output shaft of the motor is switched to the input side connection state, and the connection state of the output shaft of the motor is switched to the output side connection state when the remaining battery level is less than the predetermined value. ,
Power transmission control for a vehicle configured to switch the connection state of the output shaft of the motor to the output side connection state based on the determination that an abnormality that is fixed in the engagement state has occurred in the clutch device apparatus. The vehicle power transmission control device according to claim 5,
The control means includes
The transmission is controlled so that a power transmission system is not formed between the input shaft and the output shaft of the transmission based on the determination that an abnormality that is fixed in the engaged state occurs in the clutch device. A power transmission control device for a vehicle configured to do the above. The vehicle power transmission control device according to claim 6,
The control means includes
When it is determined that an abnormality that is fixed in the engaged state occurs in the clutch device, the connection state of the output shaft of the motor is changed from the output-side connection state to the input-side connection state while the vehicle is stopped. And a power transmission control device for a vehicle configured to charge the battery by driving the electric motor using the driving torque of the internal combustion engine. The power transmission control device for a vehicle according to claim 1,
The control means includes
A vehicle power transmission control device configured to switch a connection state of an output shaft of the electric motor to the output side connection state based on a determination that an abnormality has occurred in the transmission. The vehicle power transmission control device according to claim 8,
The control means includes
When it is determined that an abnormality has occurred in the transmission that is fixed in a state where a power transmission system is not formed between the input shaft and the output shaft of the transmission, the vehicle is stopped and the motor A vehicle configured to charge the battery by switching a connection state of an output shaft from the output side connection state to the input side connection state and driving the electric motor using a driving torque of the internal combustion engine. Power transmission control device. The power transmission control device for a vehicle according to claim 1,
The control means includes
Based on the determination that an abnormality that is fixed in the disconnected state has occurred in the switching device, the electric motor is configured not to operate,
Based on the determination that an abnormality that is fixed in the input-side connection state has occurred in the switching device, the switching device is configured to reduce the frequency of operation of the electric motor compared to a normal time,
Power transmission control for a vehicle configured to reduce the frequency of operation of the electric motor as compared with a normal time based on a determination that an abnormality that is fixed in the output-side connection state has occurred in the switching device apparatus.

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