JP2013071499A - Driving device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detect an abnormal releasing operation of an engagement device according to a release instruction for the engagement device.SOLUTION: A driving device of a hybrid vehicle includes: an input member coupled to an engine so as to be drivable; an output member coupled to a wheel so as to be drivable; a first rotating electrical machine; a second rotating electrical machine; a differential gear machine having three rotating members; and a control device. The driving device also includes the engagement device capable of releasing the drive coupling of one of the input member, the output member, and the first rotating electrical machine to the rotating member of the differential gear device. The control device instructs the release of the engagement device in a state that the engagement device is in a coupled state and also the first rotating electrical machine, the second rotating electrical machine, and the engine are stopped, instructs the generation of the rotary torque of the first rotating electrical machine, and detects the abnormal releasing operation of the engagement device according to the release instruction for the engagement device based on an aspect of a change in the rotating state of the first rotating electrical machine upon the generation of the rotary torque by the first rotating electrical machine.

Description

  The present invention includes an input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device having at least three rotating elements, and a control The present invention relates to a drive device for a hybrid vehicle including the device.

  Conventionally, a drive device for this type of hybrid vehicle is known (see, for example, Patent Document 1). In the configuration disclosed in Patent Document 1, the engagement device is in a direct engagement state, and the split running or running of the vehicle while distributing the rotational driving force of the engine to the first rotating electrical machine and the output member by the differential gear device. It is possible to perform electric traveling in which the engagement device is released, the engine is stopped, and the vehicle is driven using the rotational driving force of the second rotating electrical machine.

JP 2010-076678 A

  In the configuration disclosed in Patent Document 1, when the electric running is performed, the engagement device is released and the engine is disconnected from the input member. Therefore, when the second rotating electrical machine rotates, the input member and Since only the second rotating element rotates (the engine does not rotate) and the first rotating element and the first rotating electric machine do not rotate, the loss due to the rotation of the first rotating element and the first rotating electric machine with relatively large rotation loss is reduced. Can be prevented.

  However, if an abnormality occurs in the releasing operation of the engaging device, switching to the releasing state of the engaging device is not realized, leading to deterioration of fuel consumption. Therefore, it is useful to detect such an abnormality in the releasing operation of the engaging device.

  Accordingly, an object of the present invention is to provide a hybrid vehicle drive device that can detect an abnormality in the release operation of the engagement device in response to a release command of the engagement device.

To achieve the above object, according to one aspect of the present invention, an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and at least 3 A hybrid vehicle drive device comprising a differential gear device having two rotating elements and a control device,
The input member, the output member, and the first rotating electrical machine are drivingly connected to different rotating elements of the differential gear device without passing through other rotating elements of the differential gear device,
The second rotating electrical machine is drivingly connected to a rotating element other than the rotating element to which the first rotating electrical machine is drive-connected without passing through other rotating elements of the differential gear device,
An engagement device capable of releasing the drive connection between any one of the input member, the output member, and the first rotating electrical machine and the rotating element of the differential gear device,
The control device commands the release of the engaging device in a state where the engaging device is in an engaged state and the first rotating electrical machine, the second rotating electrical machine, and the engine are stopped. After the release command, the engagement device is instructed to generate a rotational torque of the first rotating electrical machine, and the engagement device is based on a change mode of the rotational state of the first rotating electrical machine when the rotational torque is generated by the first rotating electrical machine. An abnormality in the releasing operation of the engaging device in response to the release command is detected, and a hybrid vehicle drive device is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the drive device of the hybrid vehicle which can detect abnormality of the releasing operation | movement of the engaging device according to the releasing command of the engaging device is obtained.

1 is a skeleton diagram showing a configuration of a drive device 101 for a hybrid vehicle according to an embodiment of the present invention. It is a schematic diagram which shows the system configuration | structure of the drive device of a hybrid vehicle. It is a velocity diagram showing the operation state of the planetary gear device in the split traveling mode. It is a speed diagram showing the operation state of the planetary gear device in the electric travel mode. It is a figure explaining the principle of the abnormality detection method of the releasing operation | movement of the clutch 12 by the present Example 1. FIG. It is a flowchart (the 1) which shows an example of the main processes performed by the control unit 41 of a present Example. It is a flowchart (the 2) which shows an example of the main processes performed by the control unit 41 of a present Example. 6 is a timing chart when the clutch 12 is in a released state. It is a timing chart in case the clutch 12 is a direct connection engagement state. It is a timing chart in case the clutch 12 is a slip engagement state. It is a skeleton figure which shows the structure of the drive device 102 of the hybrid vehicle by other one Example (Example 2) of this invention. It is a figure explaining the principle of the abnormality detection method of the releasing operation | movement of the clutch 12 by the present Example 2. FIG. It is a skeleton figure which shows the structure of the drive device 103 of the hybrid vehicle by other one Example (Example 3) of this invention. It is a figure explaining the principle of the abnormality detection method of the releasing operation | movement of the clutch 12 by the present Example 3. FIG. It is a velocity diagram which shows the 1st variation. It is a velocity diagram which shows a 2nd variation. It is a velocity diagram which shows a 3rd variation. It is a velocity diagram which shows the 4th variation. It is a velocity diagram which shows a 5th variation. It is a velocity diagram which shows the 6th variation.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a skeleton diagram showing the configuration of a drive device 101 for a hybrid vehicle according to one embodiment (first embodiment) of the present invention. FIG. 2 is a schematic diagram showing a system configuration of the drive device 101 of the hybrid vehicle. In FIG. 2, solid-line arrows indicate various information transmission paths, and broken lines indicate power transmission paths. The hybrid vehicle may be a plug-in hybrid vehicle that can be charged from the outside, or may be a normal hybrid vehicle.

  As shown in FIGS. 1 and 2, the hybrid vehicle drive apparatus 101 includes an input shaft I connected to the engine E, a clutch 12, a first motor / generator MG1, a second motor / generator MG2, and the like. The output gear O connected to the wheels W via the counter reduction mechanism C and the output differential gear device 18, the planetary gear device P, the first motor / generator MG1, the second motor / generator MG2, and the like are controlled. And a control unit 41. Here, the planetary gear device P is connected to the first rotating element connected to the first motor / generator MG1, the second rotating element connected to the input shaft I, the output gear O and the second motor / generator MG2. A third rotating element, and three rotating elements. Further, the input shaft I is selectively connected to the engine E via the clutch 12.

  In the illustrated example, the first motor / generator MG1 and the second motor / generator MG2 correspond to a “first rotating electrical machine” and a “second rotating electrical machine”, respectively. Further, the input shaft I and the output gear O correspond to “input member” and “output member”, respectively, and the planetary gear device P corresponds to “differential gear device”. The clutch 12 corresponds to an “engagement device”.

  Here, first, the mechanical configuration of each part of the drive device 101 of the hybrid vehicle will be described. As shown in FIG. 1, the input shaft I is connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and may be any engine such as a gasoline engine or a diesel engine, for example. In this example, the input shaft I is connected to an engine output shaft Eo such as a crankshaft of the engine E via the clutch 12. In the illustrated example, the input shaft I is connected to the engine E via the damper 11, but the damper 11 may be omitted. In the illustrated example, since the input shaft I rotates integrally with the engine output shaft Eo of the engine E, the rotation of the input shaft I is the same as the rotation of the engine E, and the rotational driving force (torque of the input shaft I) The same applies to the rotational driving force of the engine E. The input shaft I is connected to the carrier ca of the planetary gear device P.

  The first motor / generator MG1 includes a first stator St1 fixed to a case (not shown) and a first rotor Ro1 rotatably supported on the radially inner side of the first stator St1. The first motor / generator MG1 is arranged coaxially with the input shaft I on the radially outer side of the input shaft I on the side opposite to the engine E with respect to the planetary gear set P. That is, in this example, the planetary gear device P and the first motor / generator MG1 are arranged coaxially in this order from the engine E side. The first rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s of the planetary gear set P. Further, the second motor / generator MG2 includes a second stator St2 fixed to a case (not shown), and a second rotor Ro2 rotatably supported on the radially inner side of the second stator St2. . The second rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the second motor / generator output gear 13. As shown in FIG. 2, the first motor / generator MG1 and the second motor / generator MG2 are electrically connected to a battery 31 as a power storage device via a first inverter 32 and a second inverter 33, respectively. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor (electric motor) that generates power by receiving power and a generator (power generation) that generates power by receiving power. Function).

  The first motor / generator MG1 and the second motor / generator MG2 function as either a generator or a motor according to the relationship between the rotational direction and the direction of the rotational driving force, respectively. When the first motor / generator MG1 and the second motor / generator MG2 function as generators, the generated electric power is supplied to the battery 31 to be charged, or the other motor / motor MG2 functions as a motor. Power is supplied to generators MG1 and MG2. Further, when the first motor / generator MG1 and the second motor / generator MG2 function as motors, the battery 31 is charged, or the electric power generated by the other motor / generators MG1 and MG2 functioning as generators. Powered with supply. The operation of the first motor / generator MG1 is performed via the first inverter 32 in accordance with a control command from the first motor / generator control unit 43, and the operation of the second motor / generator MG2 is performed by the second motor / generator MG2. This is performed via the second inverter 33 in accordance with a control command from the control unit 44.

  In the illustrated example, the planetary gear device P is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. That is, the planetary gear device P includes a carrier ca that supports a plurality of pinion gears, and a sun gear s and a ring gear r that mesh with the pinion gears, respectively, as rotating elements. The sun gear s is connected to rotate integrally with the rotation shaft of the first rotor Ro1 of the first motor / generator MG1. The carrier ca is connected to rotate integrally with the input shaft I. The ring gear r is connected to rotate integrally with the output gear O. Thus, the planetary gear device P as a differential gear device has three rotating elements, and in the illustrated example, the sun gear s, the carrier ca, and the ring gear r correspond to “three rotating elements”. . In this planetary gear device P, the three rotating elements are a sun gear s (first rotating element), a carrier ca (second rotating element), and a ring gear r (third rotating element) in the order of rotation speed. .

  The output gear O is disposed coaxially with the input shaft I on the downstream side of the planetary gear device P on the power transmission path. In the illustrated example, the output gear O is disposed coaxially with the input shaft I on the radially outer side of the input shaft I on the engine E side with respect to the planetary gear device P. The output gear O meshes with a first gear 14 of a counter reduction mechanism C, which will be described later, and the rotational driving force transmitted to the output gear O is transmitted to the counter reduction mechanism C, the output differential gear device 18 and the output shaft 19. It is possible to transmit to the wheel W via. The first gear 14 is also engaged with the second motor / generator output gear 13, whereby the rotational driving force of the second motor / generator MG 2 is also controlled by the counter reduction mechanism C, the output differential gear device 18, and the output. Transmission to the wheel W via the shaft 19 is possible. In the illustrated example, the output gear O, the planetary gear device P, and the first motor / generator MG1 are arranged coaxially with the input shaft I, and the second motor / generator MG2, the counter reduction mechanism C, and the output The differential gear devices 18 are arranged in parallel to each other on an axis different from the input shaft I. That is, in the hybrid vehicle drive device 101, the input shaft I, the output gear O, the planetary gear device P, the first shaft on which the first motor / generator MG1 is disposed, and the second motor / generator MG2 are disposed. The four-shaft configuration includes two shafts, a third shaft on which the counter reduction mechanism C is disposed, and a fourth shaft on which the output differential gear unit 18 is disposed.

  The counter reduction mechanism C includes a first gear 14 that meshes with the output gear O, a second gear 16 that meshes with the differential input gear 17, and a counter shaft 15 that connects the first gear 14 and the second gear 16. ing. Here, the second gear 16 is set to have a smaller diameter and a smaller number of teeth than the first gear 14. Thereby, the rotation of the first gear 14 is decelerated on the number of teeth and transmitted to the second gear 16. The first gear 14 is engaged with the second motor / generator output gear 13. That is, the first gear 14 is configured to mesh with the output gear O and the second motor / generator output gear 13 in common. Therefore, the rotational driving force of the output gear O and the rotational driving force of the second motor / generator output gear 13 are transmitted to the first gear 14 and also via the counter shaft 15, the second gear 16 and the differential input gear 17. To the output differential gear unit 18.

  The output differential gear unit 18 distributes the rotational driving force transmitted to the differential input gear 17 and transmits the distributed rotational driving force to the two wheels W via the output shaft 19. As described above, the engine E, the first motor / generator MG1, and the second motor / generator MG2 are connected to the counter reduction mechanism C (second gear 16). Therefore, the driving device 101 of the hybrid vehicle generates the rotational driving force generated by the engine E, the first motor / generator MG1 and the second motor / generator MG2 and transmitted to the differential input gear 17, and outputs the differential gear device for output. The vehicle can be caused to travel by being transmitted to the two left and right wheels W via 18 and the output shaft 19.

  As described above, the first motor / generator MG1 is disposed coaxially with the input shaft I on the radially outer side of the input shaft I on the side opposite to the engine E with respect to the planetary gear unit P. An oil pump 21 for discharging oil is connected to the input shaft I (carrier ca). The oil pump 21 may be an inscribed gear pump having, for example, an inner rotor and an outer rotor. The oil discharged by the oil pump 21 supplies oil pressure for controlling engagement and disengagement of the clutch 12, lubricates the planetary gear unit P, the output gear O, the counter speed reduction mechanism C, etc. The motor / generator MG1 and the second motor / generator MG2 may be used for cooling purposes. An accumulator capable of accumulating the hydraulic pressure generated by the oil pump 21 may be connected to the oil pump 21.

  The clutch 12 may be any type of clutch that operates by hydraulic pressure or the like. For example, the clutch 12 is a wet multi-plate clutch that operates by hydraulic pressure. Switching between the engaged state and the released state of the clutch 12 may be realized by controlling the supply of hydraulic pressure from the oil pump 21 to the clutch 12, or the hydraulic pressure from another oil pump (for example, an electric oil pump). May be used.

  Next, the basic operation of the hybrid vehicle drive device 101 will be described. The hybrid vehicle drive device 101 includes an electric travel mode and a split travel mode that can be switched. 3 and 4 are velocity diagrams showing the operating state of the planetary gear device P in each mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ of the planetary gear unit P (the gear ratio of the sun gear to the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). Yes. Each of the plurality of vertical lines arranged in parallel corresponds to each rotating element of the planetary gear device P. That is, “s”, “ca”, and “r” written on the upper side of each vertical line correspond to the sun gear s, the carrier ca, and the ring gear r of the planetary gear device P, respectively.

  On the other hand, “E”, “I”, “MG1”, “MG2”, and “O” described below each vertical line are engine E connected to each rotating element of the planetary gear unit P, respectively. , Input shaft I, first motor / generator MG1, second motor / generator MG2, and output gear O. However, for the second motor / generator MG2 and the output gear O, the output gear O rotates at a predetermined speed ratio with respect to the second motor / generator MG2. For this reason, “MG2” is enclosed in parentheses and shown below the vertical line. An arrow arranged adjacent to a point indicating the rotation speed of each rotating element indicates a direction of torque acting on each rotating element during traveling in each mode, and an upward arrow indicates a positive torque (in the positive direction). Torque), and a downward arrow represents negative torque (torque in the negative direction). “TE” is the engine torque TE transmitted from the engine E to the carrier ca, “T1” is the MG1 torque T1 transmitted from the first motor / generator MG1 to the sun gear s, and “T2” is the second motor / generator MG2. MG2 torque T2 and “TO” transmitted from the ring gear r to the ring gear r indicate the running torque TO transmitted from the output gear O (wheel W) side to the ring gear r. Hereinafter, the operation state of the drive device 101 of the hybrid vehicle will be described for each mode.

  In the split travel mode, the control unit 41 controls the clutch drive signal to be ON and the clutch 12 to be engaged. Thereby, the rotational driving force of the engine E is input to the planetary gear device P via the engine output shaft Eo and the input shaft I. In the split travel mode, the rotational driving force of the engine E is distributed and transmitted to the first motor / generator MG1 and the output gear O. That is, in the split travel mode, the planetary gear device P functions to distribute the rotational driving force of the engine E to the first motor / generator MG1 and the output gear O. FIG. 3 is a velocity diagram showing the operating state of the planetary gear device P in the split travel mode. As shown in this figure, in the planetary gear device P, the carrier ca which is intermediate in the order of the rotation speed rotates integrally with the engine E. The rotation of the carrier ca is distributed to the sun gear s whose rotation is one end in the order of the rotation speed and the ring gear r which is the other end in the order of the rotation speed. The rotation distributed to the sun gear s is transmitted to the first motor / generator MG1. The rotational driving force distributed to the ring gear r is transmitted to the wheels W through the output gear O, the counter speed reduction mechanism C, the output differential gear device 18 and the output shaft 19.

  During normal running of the vehicle in the split running mode, as shown in FIG. 3, the engine E is controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally in line with optimum fuel consumption characteristics). The engine torque TE in the positive direction corresponding to the control command from 41 is output, and this engine torque TE is transmitted to the carrier ca via the input shaft I. On the other hand, the first motor / generator MG1 transmits a reaction force of the engine torque TE to the sun gear s by outputting a negative MG1 torque T1. That is, the first motor / generator MG1 functions as a reaction force receiver that supports the reaction force of the engine torque TE, whereby the engine torque TE is distributed to the ring gear r on the output gear O side. At this time, the rotation speed of the first motor / generator MG1 is controlled so that the rotation speed of the engine E becomes a predetermined target value. As a result, the rotation speed of the ring gear r, that is, the rotation speed of the output gear O changes. . Therefore, by controlling the rotational speed of the first motor / generator MG1, an electric continuously variable transmission in which the rotational driving force of the engine E is steplessly changed and transmitted to the output gear O is realized.

  During normal travel of the vehicle in the split travel mode, the first motor / generator MG1 generates power by generating torque in the negative direction while rotating forward. Then, the second motor / generator MG2 consumes the electric power obtained by the first motor / generator MG1 and runs, and outputs the positive MG2 torque T2 to be transmitted to the output gear O. To assist. Further, when the vehicle is decelerated, the second motor / generator MG2 generates torque in the negative direction while rotating positively to perform regenerative braking to generate electric power.

  In the electric travel mode, the control unit 41 controls the clutch drive signal to be OFF and the clutch 12 to be in the released state. Thereby, the engine E and the input shaft I are separated. In the electric travel mode, only the rotational driving force of the second motor / generator MG2 is transmitted to the wheels W as a driving force source of the vehicle. That is, the electric travel mode is basically a mode in which the power of the battery 31 is consumed and the vehicle is traveled only by the rotational driving force of the second motor / generator MG2. In this electric travel mode, the second motor / generator MG2 outputs an appropriate rotational speed and MG2 torque T2 according to the vehicle required torque TC (see FIG. 2) determined based on the vehicle speed, the throttle opening, and the like. Controlled. That is, the second motor / generator MG2 resists the running torque TO corresponding to the running resistance acting on the output gear O in the negative direction when the driving force in the direction of accelerating or cruising the vehicle is required. In order to accelerate the vehicle, the vehicle is powered while rotating in the positive direction and outputs the MG2 torque T2 in the positive direction. On the other hand, the second motor / generator MG2 resists the running torque TO corresponding to the inertial force of the vehicle acting on the output gear O in the positive direction when the driving force in the direction of decelerating the vehicle is required. In order to decelerate the vehicle, regeneration (power generation) is performed while rotating in the positive direction, and MG2 torque T2 in the negative direction is output. This electric travel mode is also used when the vehicle is moved backward, and in this case, the rotation direction of the second motor / generator MG2 and the direction of the MG2 torque T2 are opposite to the above.

  In the electric travel mode, as described above, the clutch 12 is disengaged, and thereby, the engine E and the carrier ca and the input shaft I of the planetary gear device P are disconnected. Therefore, in FIG. 4, “E” corresponding to the engine E is not described below the vertical line indicating the carrier ca, and only “I” corresponding to the input shaft I is described. The carrier ca has a rotational speed determined based on the rotational speed of the ring gear r determined in proportion to the vehicle speed and the rotational speed of the sun gear s (near zero rotation) equal to the rotational speed of the first motor / generator MG1. Will rotate. That is, as indicated by a thin solid line Q0 in FIG. 4, the sun gear s and the first motor / generator MG1 do not rotate, and the carrier ca rotates according to the rotation of the ring gear r.

  A thick broken line Q1 in FIG. 4 shows a diagram for the comparative example in which the clutch 12 is engaged in the electric travel mode. That is, a thick broken line Q1 in FIG. 4 shows a diagram according to a comparative example in which the clutch 12 is not present. In such a comparative example, in the electric travel mode, the input shaft I and the carrier ca do not rotate, and the sun gear s and the first motor / generator MG1 rotate. This is because when the engine output shaft Eo of the engine E is connected to the input shaft I, the torque required to rotate the input shaft I and the carrier ca rotates the sun gear s and the first motor generator MG1. This is because the torque is significantly larger than the torque required for the operation. In this comparative example, the sun gear s and the first motor / generator MG1 (first rotor Ro1), which have a significantly larger loss during rotation than the input shaft I and the carrier ca, rotate in the electric travel mode. There is a drawback that (electricity costs) deteriorates. In contrast, in the present embodiment, as described above, in the electric travel mode, the clutch 12 is basically in a disengaged state (for example, as long as there is no abnormality), so that it is more than the sun gear s and the first motor / generator MG1. Since the input shaft I and the carrier ca having a significantly small loss during rotation are rotated, the fuel consumption (electricity cost) is improved by that amount compared to the comparative example.

  In the electric travel mode, the clutch drive signal is turned off by the control unit 41, the clutch 12 is released, and the engine E is stopped. During traveling in the electric travel mode (when the engine E is stopped), the clutch 12 is switched from the disengaged state to the engaged state, and the engine E is started by the rotational driving force of the first motor / generator MG1, whereby the electric travel is performed. The mode is switched to the split travel mode.

  On the other hand, in the split travel mode, the clutch drive signal is turned ON by the control unit 41 and the clutch 12 is engaged, and the engine E, the engine output shaft Eo, and the input shaft I are integrally rotated. When traveling in the split travel mode, the clutch 12 is switched from the engaged state to the disengaged state, and the vehicle required torque TC required for the travel of the vehicle is output to the second motor / generator MG2. Switching to the electric travel mode is performed.

  Next, an electrical system configuration of the hybrid vehicle drive device 101 will be described. As shown in FIG. 2, in this hybrid vehicle drive device 101, the first inverter 32 for controlling the drive of the first motor / generator MG1 is electrically connected to the coil of the first stator St1 of the first motor / generator MG1. It is connected to the. A second inverter 33 for driving and controlling the second motor / generator MG2 is electrically connected to the coil of the second stator St2 of the second motor / generator MG2. The first inverter 32 and the second inverter 33 are electrically connected to each other and electrically connected to a battery 31 as a power storage device. The first inverter 32 converts the DC power supplied from the battery 31 or the DC power generated by the second motor / generator MG2 and converted to DC by the second inverter 33 into AC power. To the first motor / generator MG1. The first inverter 32 converts the electric power generated by the first motor / generator MG1 from alternating current to direct current and supplies it to the battery 31 or the second inverter 33. Similarly, the second inverter 33 converts DC power supplied from the battery 31 or DC power generated by the first motor / generator MG1 and converted to DC by the first inverter 32 to AC power. Then, it is supplied to the second motor / generator MG2. The second inverter 33 converts the electric power generated by the second motor / generator MG <b> 2 from alternating current to direct current and supplies it to the battery 31 or the first inverter 32.

  The first inverter 32 controls the current value supplied to the first motor / generator MG <b> 1, the frequency and phase of the AC waveform, etc. according to the control signal from the first motor / generator control unit 43 of the control unit 41. The second inverter 33 controls the current value supplied to the second motor / generator MG <b> 2, the frequency and phase of the AC waveform, etc. according to the control signal from the second motor / generator control unit 44 of the control unit 41. As a result, the first inverter 32 and the second inverter 33 drive-control the first motor / generator MG1 and the second motor / generator MG2 so that the output torque and the rotational speed correspond to the control signal from the control unit 41. To do.

  The battery 31 is electrically connected to the first inverter 32 and the second inverter 33. The battery 31 is composed of, for example, a nickel hydride secondary battery or a lithium ion secondary battery. The battery 31 supplies direct-current power to the first inverter 32 and the second inverter 33 and is generated by the first motor / generator MG1 or the second motor / generator MG2. It is charged by the direct current power supplied through it. Note that the battery 31 is an example of a power storage device, and another power storage device such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination.

  The control unit 41 performs operation control of each part of the drive device 101 of the hybrid vehicle. In this embodiment, as shown in FIG. 2, the control unit 41 includes an engine control unit 42, a first motor / generator control unit 43, a second motor / generator control unit 44, a clutch control unit 47, and a clutch release. An abnormality detection unit 48 is provided. The control unit 41 is configured to include one or more arithmetic processing devices and storage media such as a RAM and a ROM for storing software (programs) and data. Each functional unit of the control unit 41 is configured such that a functional unit for performing various processes on input data is implemented by hardware and / or software using the arithmetic processing unit as a core member. Yes. The control unit 41 may be embodied as, for example, an EFI / ECU that controls the engine E in the in-vehicle state. Moreover, each part 42,43,44,47,48 of the control unit 41 may be implement | achieved by independent ECU.

  The control unit 41 is connected to an engine rotation speed sensor Se1 that detects the rotation speed NE of the engine output shaft Eo and a first motor / generator rotation speed sensor (hereinafter referred to as “MG1 rotation speed sensor”) Se2. The MG1 rotation speed sensor Se2 is a sensor that detects the rotation speed N1 of the first rotor Ro1 of the first motor / generator MG1. The MG1 rotation speed sensor Se2 may be configured by a rotation angle sensor such as a resolver.

  The control unit 41 receives vehicle information IC and operation information SC from various in-vehicle electronic devices (including various ECUs, sensors, etc.).

  The vehicle request torque TC is a torque required to be transmitted to the wheels W in order to appropriately drive the vehicle in accordance with the driver's operation. The vehicle required torque TC is typically determined according to a predetermined map according to the throttle opening and the vehicle speed. In the illustrated example, the vehicle required torque TC is determined as a torque to be transmitted to the output gear O as an output member of the drive device 101 of the hybrid vehicle. The vehicle request torque TC may be calculated and determined by the control unit 41.

  The vehicle information IC is various information indicating the state of the vehicle, and may be, for example, a vehicle speed, a vehicle position, or the like.

  The operation information SC may be, for example, an operation amount of a brake pedal, a shift position, an operation state of a parking brake, or the like.

  The engine control unit 42 performs a process of determining an engine operating point and controlling the engine E to operate at the engine operating point. Here, the engine operating point is a control command value representing a control target point of the engine E, and is determined by the rotational speed and torque. More specifically, the engine operating point is a command value representing a control target point of the engine E determined in consideration of the vehicle required torque TC, the engine rotational speed, and the optimum fuel consumption, and the engine rotational speed command value and the engine Determined by the torque command value. Then, the engine control unit 42 controls the engine E so as to operate at a torque and a rotational speed indicated by the engine operating point.

  The first motor / generator control unit 43 determines a first motor / generator operating point and controls the first motor / generator MG1 to operate at the first motor / generator operating point. Here, the first motor / generator operating point is a control command value that represents the control target point of the first motor / generator MG1, and is determined by the rotational speed and torque. More specifically, in the split travel mode, the MG1 operating point includes the engine operating point determined as described above and a rotating member (here, a rotating member connected to the wheel W side from the planetary gear unit P for power distribution). , A command value representing a control target point of the first motor / generator MG1 determined based on the rotation speed of the ring gear r), and is determined by the MG1 rotation speed command value and the MG1 torque command value. The rotational speed of the ring gear r is obtained based on the rotational speed of the output shaft 19 detected by the vehicle speed sensor or the rotational speed of the second motor / generator MG2. Then, the first motor / generator control unit 43 controls the first inverter 32 to operate the first motor / generator MG1 at the torque and the rotational speed indicated by the determined first motor / generator operating point.

  The second motor / generator control unit 44 determines a second motor / generator operating point and controls the second motor / generator MG2 to operate at the second motor / generator operating point. Here, the second motor / generator operating point is a control command value representing a control target point of the second motor / generator MG2, and is determined by the rotational speed and torque. More specifically, the second motor / generator operating point is a control representing a control target point of the second motor / generator MG2 determined based on the vehicle required torque TC, the engine operating point, and the first motor / generator operating point. It is a command value and is determined by the MG2 rotation speed command value and the MG2 torque command value. Then, the second motor / generator control unit 44 controls the second inverter 33 to operate the second motor / generator MG2 at the torque and the rotational speed indicated by the determined second motor / generator operating point. Since the MG2 rotational speed command value is automatically determined in proportion to the vehicle speed, the second motor / generator MG2 is basically torque-controlled according to the MG2 torque command value at the second motor / generator operating point. .

  The clutch control unit 47 controls switching between the released state and the engaged state of the clutch 12. For example, the clutch control unit 47 outputs an engagement command for the clutch 12 when switching from the electric travel mode to the split travel mode, and switches the clutch 12 from the released state to the engaged state. Further, the clutch control unit 47 outputs a release command for the clutch 12 when switching from the split travel mode to the electric travel mode, and switches the clutch 12 from the engaged state to the released state.

  The clutch release abnormality detection unit 48 detects an abnormality in the release operation of the clutch 12. This detection method will be described below.

  First, as a premise, the clutch 12 is in a “released state” in which rotation and torque are not transmitted between the two engaging members constituting the clutch 12 and in a state where the two engaging members have a rotational speed. There may be a “slip engagement state” to be engaged, and a “direct engagement state” in which the two engagement members are engaged with each other while rotating integrally. Hereinafter, the term “engaged state” simply refers to a state in which an engagement command for the clutch 12 is issued and a direct engagement state will be formed. Assuming that there is no abnormality in the engagement operation of the clutch 12, the “engaged state” corresponds to the “directly engaged state”.

  If there is no abnormality in the clutch 12, a release state is formed when a release command for the clutch 12 is issued to switch the clutch 12 from the engaged state to the released state. However, for example, when there is some abnormality in the release operation of the clutch 12, even when a release command for the clutch 12 is issued, the release state is not formed, and only the slip engagement state or the direct engagement state is formed There is. In such a case, the released state of the clutch 12 is not realized in the electric travel mode, which leads to deterioration in fuel consumption.

  FIG. 5 is a diagram for explaining the principle of the abnormality detection method for the release operation of the clutch 12 according to this embodiment. FIG. 5 is a velocity diagram showing the operation state of the planetary gear device P in each state of the clutch 12 (released state, slip engagement state, direct connection engagement state).

  In FIG. 5, a solid line R <b> 0 represents an initial state in which the first motor / generator MG <b> 1, the engine E, and the second motor / generator MG <b> 2 are zero in a state in which a clutch 12 release command is issued. When the rotational speed of the first motor / generator MG1 is increased from this initial state, the rotation of the first motor / generator MG1 is made according to each state of the clutch 12 (released state, slip engagement state, direct engagement state). The state of change is different. Specifically, when there is no abnormality in the releasing operation of the clutch 12, the released state is formed, and therefore, as shown by the broken line R1 in FIG. 5A, the rotation of the first motor / generator MG1. The number increases as commanded. That is, when the release state is formed, resistance is not received from the engine output shaft Eo, so the rotation speed of the first motor / generator MG1 increases.

  On the other hand, when there is some abnormality in the release operation of the clutch 12 and the direct engagement state is formed despite the release command of the clutch 12 being issued, FIG. As shown, the rotation speed of the first motor / generator MG1 does not increase as instructed (in the illustrated example, the rotation speed of the first motor / generator MG1 does not change). This is because, in the directly coupled state, the engine output shaft Eo of the engine E is connected to the input shaft I, so that torque for rotating the engine output shaft Eo is required to rotate the first motor / generator MG1. It is because it becomes. If the rotational torque of the first motor / generator MG1 exceeds the torque required to rotate the engine output shaft Eo, the rotational speed of the first motor / generator MG1 increases. The increase in the rotational speed of the first motor / generator MG1 is delayed by the amount of torque required to rotate the shaft Eo.

  Further, when there is some abnormality in the release operation of the clutch 12 and the slip engagement state is formed even though the release command of the clutch 12 is issued, the broken line R2 in FIG. As shown, the rotational speed of the first motor / generator MG1 does not increase as instructed. This is because the resistance from the engine output shaft Eo of the engine E is received in the slip engagement state.

  In the present embodiment, attention is paid to the fact that the change state of the rotation state of the first motor / generator MG1 differs depending on each state (release state, slip engagement state, direct engagement state) of the clutch 12 as described above. Then, an abnormality in the release operation of the clutch 12 is detected. That is, each state (release state, slip engagement state, direct engagement state) of the clutch 12 is determined based on the change state of the rotation state of the first motor / generator MG1 according to the rotation command of the first motor / generator MG1. Determine. The change state of the rotation state of the first motor / generator MG1 is preferably evaluated by the rotation acceleration (change in rotation angular velocity) of the first motor / generator MG1, but other parameters may be used. For example, the time until the rotational speed of the first motor / generator MG1 reaches a certain rotational speed may be used. Further, the driving current of the first motor / generator MG1 (the output torque of the first motor / generator MG1) applied so as to realize the predetermined rotation number evaluates the change state of the rotation state of the first motor / generator MG1. May be used. The change state of the rotation state of the first motor / generator MG1 may be determined based on the change state of the rotation state of the carrier ca. For example, when a sensor for detecting the rotational speed of the carrier ca (input shaft I) is provided, the change state of the rotational state of the first motor / generator MG1 may be determined based on the output signal of the sensor.

  As described above, according to the present embodiment, the clutch 12 is released when the clutch 12 is engaged and the first motor / generator MG1, the engine E, and the second motor / generator MG2 are stopped. By issuing a rotation command of the motor / generator MG1 and monitoring the change state of the rotation state of the first motor / generator MG1 at that time, it is possible to accurately detect an abnormality in the releasing operation of the clutch 12.

  FIG. 6 is a flowchart (part 1) illustrating an example of main processing executed by the control unit 41 of the present embodiment. The processing routine shown in FIG. 6 is executed in a state where the clutch 12 is engaged and the first motor / generator MG1, the engine E, and the second motor / generator MG2 are stopped. The processing routine shown in FIG. 6 may be executed, for example, when the ignition switch is turned on. Further, the processing routine shown in FIG. 6 may be executed while the vehicle is stopped. For example, the processing routine shown in FIG. 6 may be executed in a state where the shift lever is in the parking position and the parking brake is on. In starting the processing routine shown in FIG. 6, the clutch 12 is engaged and the first motor / generator MG1, engine E, and second motor / generator MG2 are stopped as necessary. May be.

  In step 602, the clutch control unit 47 outputs a release command for the clutch 12. When a release command for the clutch 12 is output, for example, the clutch 12 is communicated with the reservoir. The process may proceed to step 604 after a predetermined time (time required for the clutch 12 to shift to the released state when there is no abnormality) after the release command of the clutch 12 is issued.

  In step 604, the first motor / generator control unit 43 sets the MG1 torque command value so as to output a predetermined rotational torque (hereinafter referred to as determination rotational torque), and controls the motor / generator MG1 (torque). control). At the same time, the second motor / generator control unit 44 controls the motor / generator MG2 to generate torque so that the torque output by the motor / generator MG1 is canceled (cancelled) by the output gear O. Control (MG2 reaction force cancellation control). That is, when the rotational torque is output by the motor / generator MG1, the torque is transmitted to the ring gear r (output gear O) via the planetary gear unit P. The motor / generator MG2 is controlled to output a torque that cancels the transmitted torque. At this time, the MG2 torque command value of the motor / generator MG2 may be set in a feed-forward manner based on the MG1 torque command value on the assumption that the clutch 12 is in the released state.

  The determination rotational torque output by the motor / generator MG1 may be arbitrary as long as the motor / generator MG1 can rotate when the clutch 12 is in the released state. However, the rotational torque for determination is preferably less than the torque required to start the rotation of the input shaft I that is drivingly connected to the stopped engine E when the clutch 12 is in the direct engagement state. That is, the rotational torque for determination is smaller than the minimum torque that can overcome the friction of the stopped engine E or the like and can start the rotation of the input shaft I (the minimum torque necessary to start cranking). . As a result, even if the clutch 12 is in the direct engagement state, excessive negative torque can be prevented from acting on the output gear O. Further, when the clutch 12 is in the direct engagement state, the motor / generator MG1 cannot rotate (see FIG. 5B), so each state of the clutch 12 (released state, slip engagement state, direct connection engagement state). ) With high accuracy.

  In step 606, the clutch disengagement abnormality detection unit 48 monitors the rotational acceleration (change in rotational angular velocity) of the first motor / generator MG1 being controlled in step 604 based on the MG1 rotational speed sensor Se2. It is determined whether or not the rotational acceleration of the generator MG1 is greater than or equal to a first determination threshold value. The first determination threshold value may correspond to the minimum value of the range that can be taken by the rotational acceleration of the first motor / generator MG1 when the clutch 12 is in the released state, and may be adapted through a test or the like. If the rotational acceleration of the first motor / generator MG1 being controlled in step 604 is greater than or equal to the first determination threshold, the process proceeds to step 608, where the rotational acceleration of the first motor / generator MG1 is less than the first determination threshold. In this case, the processing routine shown in FIG. 7 is executed.

  The rotational acceleration of the first motor / generator MG1 used for comparison with the first determination threshold (or the second determination threshold described later) is obtained in the process of increasing the torque to the determination rotational torque by the motor / generator MG1. The rotational acceleration may be the rotational acceleration when the torque is maintained at the rotational torque for determination by the motor / generator MG1, or the rotational acceleration acquired at an arbitrary timing. . Further, the rotational acceleration of the first motor / generator MG1 used for the comparison with the first determination threshold (or the second determination threshold described later) may be the rotational acceleration detected at a certain point in time, It may be an average value or maximum value of rotational accelerations detected at a plurality of times.

  In step 608, the clutch release abnormality detector 48 determines that the clutch 12 is in a released state. In this case, there is no abnormality in the release operation of the clutch 12. The clutch release abnormality detection unit 48 may store (or output) a determination result indicating that the release operation of the clutch 12 is normal.

  In step 610, the first motor / generator control unit 43 and the second motor / generator control unit 44 end the control in step 604. That is, the first motor / generator control unit 43 ends the torque control, and the second motor / generator control unit 44 ends the MG2 reaction force cancellation control.

  FIG. 7 is a flowchart (part 2) illustrating an example of main processing executed by the control unit 41 of the present embodiment. The processing routine shown in FIG. 7 is executed when a negative determination is made in step 606 of the processing routine shown in FIG. That is, it is executed when the rotational acceleration of the first motor / generator MG1 being controlled in step 604 is less than the first determination threshold.

  In step 702, the clutch release abnormality detecting unit 48 determines whether or not the rotational acceleration of the first motor / generator MG1 being controlled in step 604 is equal to or less than a second determination threshold value. The second determination threshold is a value smaller than the first determination threshold in step 606 above. The second determination threshold value may be the maximum value of the range that the rotation acceleration of the first motor / generator MG1 can take when the clutch 12 is in the direct engagement state, and may be adapted through a test or the like. When the rotational torque for determination is smaller than the minimum torque required to start cranking, the possible range of rotational acceleration of the first motor / generator MG1 is zero. Therefore, in this case, the second determination threshold may be a value substantially close to zero in consideration of the detection error of the MG1 rotation speed sensor Se2. If the rotational acceleration of the first motor / generator MG1 being controlled in step 604 is equal to or less than the second determination threshold value, the process proceeds to step 704, where the rotational acceleration of the first motor / generator MG1 being controlled in step 604 is the first. If it is not less than the second determination threshold, that is, if it is larger than the second determination threshold but smaller than the first determination threshold, the process proceeds to step 708.

  In step 704, the clutch release abnormality detecting unit 48 determines that the clutch 12 is in the direct engagement state. In this case, the release operation of the clutch 12 is abnormal. The clutch release abnormality detection unit 48 may store (or output) a determination result indicating that the release operation of the clutch 12 is abnormal. In this case, the user may be notified of the abnormality by an alarm or the like.

  In step 706, the second motor / generator control unit 44 changes the mode of the MG2 reaction force cancel control. That is, since the MG2 torque command value in the MG2 reaction force cancellation control started in step 604 is set on the assumption that the clutch 12 is in the released state, it is assumed that the clutch 12 is in the direct engagement state. Is reset as

  In step 708, the clutch release abnormality detection unit 48 determines that the clutch 12 is in the slip engagement state. In this case, the release operation of the clutch 12 is abnormal. The clutch release abnormality detection unit 48 may store (or output) a determination result indicating that the release operation of the clutch 12 is abnormal. In this case, the user may be notified of the abnormality by an alarm or the like. The alarm or the like when the clutch 12 is in the slip engagement state may be executed in a different manner as compared to the case where the clutch 12 is in the direct engagement state (step 704).

  In step 710, the second motor / generator control unit 44 changes the mode of the MG2 reaction force cancel control. That is, since the MG2 torque command value in the MG2 reaction force cancellation control started in step 604 is set on the assumption that the clutch 12 is in the released state, it is assumed that the clutch 12 is in the slip engagement state. Is reset as For example, the MG2 torque command value may be determined according to the amount of change in rotational acceleration of the first motor / generator MG1.

  In step 712, the first motor / generator control unit 43 and the second motor / generator control unit 44 end the control in step 604 and step 706 or step 710. That is, the first motor / generator control unit 43 ends the torque control, and the second motor / generator control unit 44 ends the MG2 reaction force cancellation control. If the determination result is obtained in step 704 or step 708, the control in step 604 is immediately terminated. Accordingly, since the contents of the change in step 706 or 710 are only reflected in the short-time control until the end, the process in step 706 or 710 may be omitted.

  FIGS. 8 to 10 are timing charts related to the processing shown in FIGS. 6 and 7, FIG. 8 is a timing chart when the clutch 12 is in a released state, and FIG. FIG. 10 is a timing chart when the clutch 12 is in the slip engagement state.

  8 to 10, in order from the top, (A) the rotational speed of the first motor / generator MG1, (B) the change in the rotational angular velocity of the first motor / generator MG1, and (C) the torque of the first motor / generator MG1. , (D) torque of the second motor / generator MG2, (E) rotation speed of the carrier ca, (F) engine rotation speed, and (G) clutch operation amount (command value) over time. . The engine speed is always zero. Further, the clutch operation amount may be an engagement pressure or the like (command value).

  First, a case where the clutch 12 is in a released state will be described. As shown in FIG. 8, at time t1, for example, a stop state of the vehicle is detected, and a release command for the clutch 12 is output (step 602 in FIG. 6). Along with this, the clutch operation amount (command value) of the clutch 12 decreases and reaches zero. At time t2 after a predetermined time from time t1, torque control of the first motor / generator MG1 and MG2 reaction force cancellation control of the second motor / generator MG2 are started. Along with this, the rotational speed, rotational angular velocity variation, and torque of the first motor / generator MG1 start to increase. In the illustrated torque control, the torque of the first motor / generator MG1 is increased to the determination rotational torque and maintained there as shown in (C). During this time, when the clutch 12 is in the disengaged state, as shown in (B), the change in the rotational angular velocity of the first motor / generator MG1 rises sharply and exceeds the first determination threshold. Further, the rotational speed of the carrier ca also increases as shown in (E). Thereby, it is determined that the clutch 12 is in the released state at time t3 (step 608 in FIG. 6). At time t4, the torque control of the first motor / generator MG1 and the MG2 reaction force cancellation control of the second motor / generator MG2 are completed. If the determination is confirmed, the torque control of the first motor / generator MG1 and the MG2 reaction force cancellation control of the second motor / generator MG2 may be terminated at time t3.

  Next, a case where the clutch 12 is in a direct engagement state will be described. As shown in FIG. 9, at time t1, for example, a stop state of the vehicle is detected, and a release command for the clutch 12 is output (step 602 in FIG. 6). Along with this, the clutch operation amount (command value) of the clutch 12 decreases and reaches zero. At time t2 after a predetermined time from time t1, torque control of the first motor / generator MG1 and MG2 reaction force cancellation control of the second motor / generator MG2 are started. In the illustrated torque control, the torque of the first motor / generator MG1 is increased to the determination rotational torque and maintained there as shown in (C). During this time, when the clutch 12 is in the direct engagement state, as shown in (B), the change in the rotational angular velocity of the first motor / generator MG1 does not change (becomes zero). Also, the rotation speed of the carrier ca does not change (is kept at zero) as shown in (E). Therefore, at time t3, it is determined that the change in rotational angular velocity is less than the first determination threshold value, and it is determined that the change in rotational angular velocity is equal to or less than the second determination threshold value, and it is determined that the clutch 12 is in the direct engagement state. (Step 704 in FIG. 7). Accordingly, at time t4, the MG2 torque command value in the MG2 reaction force cancellation control is reset on the assumption that the clutch 12 is in the direct engagement state (step 706 in FIG. 7). At time t5, the torque control of the first motor / generator MG1 and the MG2 reaction force cancellation control of the second motor / generator MG2 are completed.

  Next, a case where the clutch 12 is in the slip engagement state will be described. As shown in FIG. 10, at time t1, for example, a stop state of the vehicle is detected, and a release command for the clutch 12 is output (step 602 in FIG. 6). Along with this, the clutch operation amount (command value) of the clutch 12 decreases and reaches zero. At time t2 after a predetermined time from time t1, torque control of the first motor / generator MG1 and MG2 reaction force cancellation control of the second motor / generator MG2 are started. In the illustrated torque control, the torque of the first motor / generator MG1 is increased to the determination rotational torque and maintained there as shown in (C). During this time, when the clutch 12 is in the slip engagement state, as shown in (B), the rotational angular speed change of the first motor / generator MG1 increases and exceeds the second determination threshold, but exceeds the first determination threshold. Absent. That is, the change in the rotational angular velocity of the first motor / generator MG1 is between the second determination threshold and the first determination threshold. Therefore, it is determined that the clutch 12 is in the slip engagement state at time t3 (step 708 in FIG. 7). Accordingly, at time t4, the MG2 torque command value in the MG2 reaction force cancellation control is reset on the assumption that the clutch 12 is in the slip engagement state (step 710 in FIG. 7). At time t5, the torque control of the first motor / generator MG1 and the MG2 reaction force cancellation control of the second motor / generator MG2 are completed.

  FIG. 11 is a skeleton diagram showing a configuration of a drive device 102 for a hybrid vehicle according to another embodiment (embodiment 2) of the present invention.

  The second embodiment is mainly different from the first embodiment in the arrangement position of the clutch 12, and the other configurations may be the same. In the second embodiment, the clutch 12 is provided between the output gear O and the ring gear r of the planetary gear device P. When the clutch 12 is in the disengaged state, the output gear O and the second motor / generator MG2 are disconnected from the planetary gear unit P. As a result, the output gear O and the second motor / generator MG2 are connected to the first motor / generator MG1 and the engine. Will be separated from E.

  FIG. 12 is a diagram illustrating the principle of the abnormality detection method for the release operation of the clutch 12 according to the second embodiment. FIG. 12 is a velocity diagram showing the operation state of the planetary gear device P in each state of the clutch 12 (release state, slip engagement state, direct engagement state).

  In FIG. 12, a solid line R0 represents an initial state in which the number of revolutions of the first motor / generator MG1, the engine E, and the second motor / generator MG2 is zero in a state where a release command for the clutch 12 is issued. When the rotational speed of the first motor / generator MG1 is increased from this initial state, the rotation of the first motor / generator MG1 is made according to each state of the clutch 12 (released state, slip engagement state, direct engagement state). The state of change is different. Specifically, when there is no abnormality in the releasing operation of the clutch 12, the released state is formed, so that the rotation of the first motor / generator MG1 as shown by the broken line R1 in FIG. The number increases as commanded. That is, if the release state is formed, the ring gear r is not restrained, so the ring gear r rotates in the negative direction, and the rotation speed of the first motor / generator MG1 increases. At this time, the carrier ca does not rotate due to the resistance from the engine E side.

  On the other hand, when there is some abnormality in the release operation of the clutch 12 and the direct engagement state is formed even though the release command of the clutch 12 is issued, FIG. As shown, the rotation speed of the first motor / generator MG1 does not increase as instructed (in the illustrated example, the rotation speed of the first motor / generator MG1 does not change). In the direct engagement state, the ring gear r and the output gear O are connected so as to rotate integrally so as to transmit torque, and the torque for rotating the engine output shaft Eo is required to rotate the first motor / generator MG1. Is necessary.

  Further, when there is some abnormality in the release operation of the clutch 12 and the slip engagement state is formed even though the release command of the clutch 12 is issued, the broken line R2 in FIG. As shown, the rotational speed of the first motor / generator MG1 does not increase as instructed. This is because in the slip engagement state, the ring gear r and the output gear O transmit torque in the slip engagement state, and therefore receive resistance from the engine output shaft Eo of the engine E.

  In the second embodiment, as in the first embodiment described above, the rotation state of the first motor / generator MG1 according to each state (release state, slip engagement state, direct connection engagement state) of the clutch 12 as described above. Focusing on the difference in the change mode, the abnormality of the release operation of the clutch 12 is detected. That is, each state (release state, slip engagement state, direct engagement state) of the clutch 12 is determined based on the change state of the rotation state of the first motor / generator MG1 according to the rotation command of the first motor / generator MG1. Determine. The change state of the rotation state of the first motor / generator MG1 is preferably evaluated by the rotation acceleration (change in rotation angular velocity) of the first motor / generator MG1, but other parameters are used as in the first embodiment. May be.

  In the second embodiment, the same processing as that shown in FIGS. 6 and 7 described in the first embodiment may be realized. However, the MG2 reaction force cancellation control is changed as appropriate. For example, in step 604, the MG2 torque command value of the motor / generator MG2 may be substantially zero on the assumption that the clutch 12 is in the released state.

  FIG. 13 is a skeleton diagram showing the configuration of a hybrid vehicle drive apparatus 103 according to another embodiment (third embodiment) of the present invention.

  The third embodiment is mainly different from the first embodiment in the arrangement position of the clutch 12, and the other configurations may be the same. In the third embodiment, the clutch 12 is provided between the first motor / generator MG1 and the sun gear s of the planetary gear set P. When the clutch 12 is in the disengaged state, the first motor / generator MG1 is disconnected from the planetary gear unit P. As a result, the first motor / generator MG1 is disconnected from the engine E, the output gear O, and the second motor / generator MG2. It will be.

  FIG. 14 is a diagram illustrating the principle of the abnormality detection method for the release operation of the clutch 12 according to the third embodiment. FIG. 14 is a velocity diagram showing the operation state of the planetary gear device P in each state of the clutch 12 (release state, slip engagement state, direct engagement state).

  In FIG. 14, a solid line R0 represents an initial state in which the number of revolutions of the first motor / generator MG1, the engine E, and the second motor / generator MG2 is zero when a release command for the clutch 12 is issued. When the rotational speed of the first motor / generator MG1 is increased from this initial state, the rotation of the first motor / generator MG1 is made according to each state of the clutch 12 (released state, slip engagement state, direct engagement state). The state of change is different. Specifically, when there is no abnormality in the releasing operation of the clutch 12, the released state is formed, and therefore, as shown by the black circle R1 in FIG. 14A, the rotation of the first motor / generator MG1. The number increases as commanded. That is, when the release state is formed, the first motor / generator MG1 is disconnected from the engine E, the output gear O, and the second motor / generator MG2, so that only the rotation speed of the first motor / generator MG1 increases.

  On the other hand, when there is some abnormality in the release operation of the clutch 12 and the direct engagement state is formed even though the release command for the clutch 12 is issued, FIG. As shown, the rotation speed of the first motor / generator MG1 does not increase as instructed (in the illustrated example, the rotation speed of the first motor / generator MG1 does not change). This is because, in the directly coupled state, the engine output shaft Eo of the engine E is connected to the input shaft I, so that torque for rotating the engine output shaft Eo is required to rotate the first motor / generator MG1. It is because it becomes.

  Further, when there is some abnormality in the release operation of the clutch 12 and the slip engagement state is formed even though the release command of the clutch 12 is issued, the black circle R2 in FIG. As shown, the rotational speed of the first motor / generator MG1 does not increase as instructed. This is because the resistance from the engine output shaft Eo of the engine E is received in the slip engagement state.

  In the third embodiment, as in the first embodiment described above, the rotation state of the first motor / generator MG1 according to each state of the clutch 12 (released state, slip engagement state, direct engagement state). Focusing on the difference in the change mode, the abnormality of the release operation of the clutch 12 is detected. That is, each state (release state, slip engagement state, direct engagement state) of the clutch 12 is determined based on the change state of the rotation state of the first motor / generator MG1 according to the rotation command of the first motor / generator MG1. Determine. The change state of the rotation state of the first motor / generator MG1 is preferably evaluated by the rotation acceleration (change in rotation angular velocity) of the first motor / generator MG1, but other parameters are used as in the first embodiment. May be.

  In the third embodiment, the same processing as the processing in FIGS. 6 and 7 described in the first embodiment may be realized. However, the MG2 reaction force cancellation control is changed as appropriate. For example, in step 604, the MG2 torque command value of the motor / generator MG2 may be substantially zero on the assumption that the clutch 12 is in the released state.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, an abnormal state of the release operation of the clutch 12 is detected by determining three states of a released state, a slip engagement state, and a direct engagement state, but the release state and the slip engagement state Alternatively, the abnormality of the release operation of the clutch 12 may be detected by discriminating two states of the direct engagement state. If the configuration is such that the two states of the released state and the direct connection state are discriminated, the release is based on the change in the rotational speed of the first motor / generator MG1 instead of the rotational acceleration of the first motor / generator MG1. It is also possible to discriminate between two states, a state and a direct engagement state (see, for example, FIGS. 5A and 5B).

  In the above-described embodiment, the clutch 12 is a friction engagement device that operates by hydraulic pressure. However, the clutch 12 may be an electromagnetic clutch that can be controlled by electromagnetic force. Further, the clutch 12 may not be a friction engagement type, and may be a meshing type engagement device (dog clutch), for example.

  Further, in the processing shown in FIGS. 6 and 7, the MG2 reaction force cancellation control may be omitted.

  In the above description, the mechanical configuration and electrical system configuration of each part of the driving devices 101, 102, and 103 of the hybrid vehicle have been described with reference to FIG. 1 and FIG. It can be changed. In particular, there are various variations in the connection mode between the planetary gear device P, the first motor / generator MG1, the engine E, the output gear O, and the second motor / generator MG2, and the present invention is applicable to various variations. Applicable. Below, some variations are shown. Here, variations will be described with reference to the velocity diagrams of FIGS. In the following description, “an element is drivingly connected to the rotating element of the planetary gear device P” means that an element is connected to the rotating element of the planetary gear device P by another rotation of the planetary gear device P. It means that they are driven and connected without an element.

  In the example shown in FIG. 15, the input shaft I (engine E) is drivingly connected to the sun gear s, the output gear O and the second motor / generator MG2 are drivingly connected to the carrier ca, and the first motor / generator MG1 is connected to the ring gear r. Drive coupled. The clutch 12 is disposed between the input shaft I and the planetary gear device P (sun gear s). In this example, unlike the first, second, and third embodiments described above, in the split traveling mode in which the traveling is performed by the output torques of both the engine E, the first motor / generator MG1, and the second motor / generator MG2, the basic Thus, the torque converter mode in which the torque amplified with respect to the output torque of the engine E is transmitted to the output gear O is set.

  In FIG. 15, a solid line R0 represents an initial state in which the first motor / generator MG1, the engine E, and the second motor / generator MG2 have zero rotational speeds in a state in which a clutch 12 release command has been issued. From this initial state, when the rotational speed of the first motor / generator MG1 is decreased as indicated by an arrow (when a negative torque is generated), each state of the clutch 12 (released state, slip engagement state, direct coupling state) The change state of the rotation state of the first motor / generator MG1 differs depending on the combined state. For example, in the released state, as indicated by a broken line R1, the rotational speed of the first motor / generator MG1 decreases as instructed. On the other hand, in the direct engagement state or the slip engagement state, the rotation speed of the first motor / generator MG1 does not decrease as commanded. Accordingly, similarly, it is possible to detect an abnormality in the releasing operation of the clutch 12 based on the change state of the rotation state of the first motor / generator MG1.

  In the example shown in FIG. 15, the clutch 12 is not between the input shaft I and the sun gear s of the planetary gear device P, but between the output gear O and the second motor / generator MG2 and the carrier ca of the planetary gear device P, It may be provided between the first motor / generator MG1 and the ring gear r of the planetary gear set P.

  The example shown in FIG. 16 relates to a configuration in which the second motor / generator MG2 is drivingly connected to a rotating element other than the rotating element of the planetary gear device P to which the output gear O is drivingly connected.

  In the example shown in FIG. 16, the first motor / generator MG1 is drivingly connected to the sun gear s, the input shaft I (engine E) and the second motor / generator MG2 are drivingly connected to the carrier ca, and the output gear O is connected to the ring gear r. Drive coupled. Thus, the second motor / generator MG2 is drivingly connected to a rotating element (in this example, the carrier ca) other than the rotating element (in this example, the ring gear r) of the planetary gear device P to which the output gear O is drivingly connected. May be. In this configuration, the clutch 12 is provided between the input shaft I and the carrier ca to which the input shaft I is drivingly connected, but is not positioned between the second motor / generator MG2 and the carrier ca.

  In FIG. 16, a solid line R0 represents an initial state in which the number of revolutions of the first motor / generator MG1, the engine E, and the second motor / generator MG2 is zero in a state where a release command for the clutch 12 is issued. When the rotational speed of the first motor / generator MG1 is increased from this initial state as indicated by an arrow, the first motor is changed according to each state of the clutch 12 (release state, slip engagement state, direct engagement state). The change mode of the rotation state of the generator MG1 is different. For example, in the released state, as indicated by a broken line R1, the rotational speed of the first motor / generator MG1 increases as instructed. On the other hand, in the direct engagement state or the slip engagement state, the rotation speed of the first motor / generator MG1 does not increase as instructed. Accordingly, similarly, it is possible to detect an abnormality in the releasing operation of the clutch 12 based on the change state of the rotation state of the first motor / generator MG1.

  Note that the second motor / generator MG2 is different from the second motor / generator MG2 in the configuration shown in FIG. The generator MG2 may be drivingly connected to the sun gear s instead of the carrier ca. In this case, the clutch 12 is provided between the input shaft I and the sun gear s to which the input shaft I is drivingly connected, but is not positioned between the second motor / generator MG2 and the sun gear s.

  The example shown in FIG. 17 relates to a configuration in which the rotational speed of the output gear O is basically negative, unlike the rotational speed of the engine E, in the split travel mode in which the engine E travels using the output torque.

  In the example shown in FIG. 17, the input shaft I (engine E) is drivingly connected to the sun gear s, the first motor / generator MG1 is drivingly connected to the carrier ca, and the second motor / generator MG2 and the output gear O are connected to the ring gear r. Drive coupled. In this case, the clutch 12 may be provided between the input shaft I and the sun gear s to which the input shaft I is drivingly connected.

  In FIG. 17, a solid line R0 represents an initial state in which the number of revolutions of the first motor / generator MG1, the engine E, and the second motor / generator MG2 is zero in a state in which a clutch 12 release command is issued. When the rotational speed of the first motor / generator MG1 is increased from this initial state as indicated by an arrow, the first motor is changed according to each state of the clutch 12 (release state, slip engagement state, direct engagement state). The change mode of the rotation state of the generator MG1 is different. For example, in the released state, as indicated by a broken line R1, the rotational speed of the first motor / generator MG1 increases as instructed. On the other hand, in the direct engagement state or the slip engagement state, the rotation speed of the first motor / generator MG1 does not increase as instructed. Accordingly, similarly, it is possible to detect an abnormality in the releasing operation of the clutch 12 based on the change state of the rotation state of the first motor / generator MG1. In the example shown in FIG. 17, the change mode of the rotation state of the first motor / generator MG1 may be determined based on the change mode of the rotation state of the sun gear s that has the largest change.

  In the example shown in FIG. 17, the clutch 12 is not between the input shaft I and the sun gear s of the planetary gear device P, but between the output gear O and the second motor / generator MG2 and the ring gear r of the planetary gear device P. It may be provided between the first motor / generator MG1 and the carrier ca of the planetary gear set P.

  In the example shown in FIG. 17, the second motor / generator MG2 may be drivingly connected to the sun gear s instead of the ring gear r. In this case, the clutch 12 is provided between the input shaft I and the sun gear s to which the input shaft I is drivingly connected, but is not positioned between the second motor / generator MG2 and the sun gear s.

  FIGS. 18 to 20 relate to a configuration in which the planetary gear device P includes four rotating elements e1, e2, e3, and e4. The planetary gear device P may have a configuration in which two planetary gear mechanisms are combined (for example, a configuration in which some rotating elements of two or more planetary gear mechanisms are connected to each other).

  In the example shown in FIGS. 18 to 20, the input shaft I, the output gear O, the first motor / generator MG1 and the second motor / generator MG2 are drivingly connected to different rotating elements of the planetary gear unit P, respectively. That is, in the examples shown in FIGS. 18 to 20, unlike the above-described various variations (including the above-described first, second, and third embodiments), the second motor / generator MG2 includes the input shaft I, the output gear O, and the first The motor / generator MG1 is drivably coupled to rotating elements other than the rotating elements of the planetary gear set P that is drivably coupled.

  Specifically, in the example shown in FIG. 18, the input shaft I is drivingly connected to the first rotating element e1, the output gear O is drivingly connected to the second rotating element e2, and the second motor The generator MG2 is drivingly connected, and the first motor / generator MG1 is drivingly connected to the fourth rotating element e4. In the example shown in FIG. 19, the first motor / generator MG1 is drivingly connected to the first rotating element e1, the input shaft I is drivingly connected to the second rotating element e2, and the output gear O is connected to the third rotating element e3. The second motor / generator MG2 is drivingly connected to the fourth rotating element e4. In the example shown in FIG. 20, the input shaft I is drivingly connected to the first rotating element e1, the first motor / generator MG1 is drivingly connected to the second rotating element e2, and the second motor Generator MG2 is drivingly connected, and output gear O is drivingly connected to fourth rotating element e4.

  In the example shown in FIGS. 18 to 20, the clutch 12 is provided between the input shaft I and a rotating element to which the input shaft I is drivingly connected. Even in such a configuration, the first motor / generator MG1, the engine E, and the second motor / generator MG2 are indicated by arrows from the initial state where the rotational speeds of the first motor / generator MG1, the engine E, and the second motor / generator MG2 are zero. Thus, when the rotational speed of the first motor / generator MG1 is decreased (FIG. 18) or increased (FIGS. 19 and 20), the clutch 12 depends on each state (release state, slip engagement state, direct engagement state). Thus, the change state of the rotation state of the first motor / generator MG1 is different. For example, in the released state, as indicated by a broken line R1, the rotational speed of the first motor / generator MG1 decreases (or increases) as instructed. On the other hand, in the direct engagement state or the slip engagement state, the rotation speed of the first motor / generator MG1 does not decrease (or increase) as instructed. Accordingly, similarly, it is possible to detect an abnormality in the releasing operation of the clutch 12 based on the change state of the rotation state of the first motor / generator MG1. In the example shown in FIG. 20, the change state of the rotation state of the first motor / generator MG1 may be determined based on the change state of the rotation state of the first rotation element e1 having the largest change.

  Note that the configuration in which the planetary gear device P includes the four rotating elements e1, e2, e3, and e4 is not limited to the example illustrated in FIGS. 18 to 20, and in the configuration illustrated in FIGS. A configuration in which the order is changed is also possible. For example, in the configuration shown in FIG. 18, the second rotating element e2 and the third rotating element e3 may be replaced. In the configuration shown in FIG. 19, the third rotating element e3 and the fourth rotating element e4 may be replaced. Further, in the configuration shown in FIG. 20, after the third rotating element e3 and the fourth rotating element e4 are replaced, the second rotating element e2 and the third rotating element e3 may be further replaced.

  Further, in the above-described various variations (including the above-described first, second, and third embodiments), the planetary gear device P may not be a single pinion type, and may be a double pinion type or a Ravigneaux type planetary gear device, for example. May be.

DESCRIPTION OF SYMBOLS 101,102,103 Drive device of hybrid vehicle 12 Clutch 21 Oil pump 41 Control unit 48 Clutch release abnormality detection part E Engine I Input shaft (input member)
O Output gear (output member)
MG1 First motor / generator (first rotating electrical machine)
MG2 Second motor / generator (second rotating electrical machine)
P planetary gear unit (differential gear unit)
s sun gear ca carrier r ring gear W wheel

Claims (4)

An input member drivingly connected to the engine, an output member drivingly connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device having at least three rotating elements, and a control device. A drive device for a hybrid vehicle,
The input member, the output member, and the first rotating electrical machine are drivingly connected to different rotating elements of the differential gear device without passing through other rotating elements of the differential gear device,
The second rotating electrical machine is drivingly connected to a rotating element other than the rotating element to which the first rotating electrical machine is drive-connected without passing through other rotating elements of the differential gear device,
An engagement device capable of releasing the drive connection between any one of the input member, the output member, and the first rotating electrical machine and the rotating element of the differential gear device,
The control device commands the release of the engaging device in a state where the engaging device is in an engaged state and the first rotating electrical machine, the second rotating electrical machine, and the engine are stopped. After the release command, the engagement device is instructed to generate a rotational torque of the first rotating electrical machine, and the engagement device is based on a change mode of the rotational state of the first rotating electrical machine when the rotational torque is generated by the first rotating electrical machine. An abnormality in the releasing operation of the engagement device in response to a release command is detected.   The commanded rotational torque of the first rotating electrical machine is less than the torque required to start the rotation of the input member that is drivingly connected to the stopped engine when the engagement device is in the direct engagement state. 2. The drive device for a hybrid vehicle according to claim 1, wherein the torque is equal to or greater than a torque necessary for changing a rotation state of the first rotating electrical machine when the engagement device is in a released state.   The control device controls the second rotating electrical machine so as to cancel torque transmitted to the output member via the differential gear device due to rotational torque generated by the first rotating electrical machine; The drive device for a hybrid vehicle according to claim 1 or 2.   The control device determines that there is an abnormality in the disengaging operation of the engagement device when the rotational acceleration of the first rotating electrical machine at the time of generation of rotational torque by the first rotating electrical machine is a predetermined threshold value or less. The drive device of the hybrid vehicle of any one of 1-3.

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