JP2014019356A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle capable of securing: residual capacity of a low voltage battery even when a high voltage battery goes into a failed state preventing the same from discharging or charging while a vehicle is traveling; and minimum power required for switching shift stages and setting a parking lock.SOLUTION: When determining that a high voltage capacitor (30) is in a failed state preventing the same from discharging or charging, a control device of a hybrid vehicle which has the high voltage capacitor (30), a low voltage capacitor (22) and a transformer (21): controls a shift stage of a transmission (4) on the basis of failure time shift maps (M2-1 and M2-2) which permits downshift only to the shit stage capable of power regeneration by drive force from drive wheels (WR and WL) through an electric motor (3) when the hybrid vehicle reduces a speed; and executes power storage (charging) of the low voltage capacitor (21) with the power regeneration by the electric motor (3) through the transformer (21).

Description

  The present invention relates to a control device for a hybrid vehicle including an internal combustion engine and a motor as drive sources.

  Conventionally, there is a hybrid vehicle including an engine (internal combustion engine) and a motor (electric motor) as drive sources. Such a hybrid vehicle includes a high voltage battery (high voltage accumulator) capable of transferring electric power to and from an electric motor, a clutch and a shift mechanism (shift fork) for switching a gear stage by an in-vehicle auxiliary device such as an air conditioner unit or a transmission. Etc.) is mounted with a low voltage battery (12V battery: low voltage capacitor) for supplying electric power to an electric actuator (gear actuator). In this case, the hybrid vehicle includes a transformer (DC-DC converter) provided between the high-voltage battery and the low-voltage battery, charges the high-voltage battery with the electric power generated by the motor, and the low-voltage from the high-voltage battery via the transformer. It is configured to charge the low voltage battery by supplying power to the battery.

  The hybrid vehicle as described above does not have a generator (charger) dedicated to low-voltage batteries, so when the vehicle is running, the high-voltage battery falls into a failure state where charging and discharging cannot be performed normally for some reason When the high voltage battery fails, the low voltage battery cannot be charged. Thereby, there exists a possibility that the electrical capacity of the low voltage battery for operating an electric actuator may fall. Therefore, when the electric capacity of the low-voltage battery is significantly reduced, the speed change operation by the transmission cannot be performed normally, and there is a possibility that the vehicle cannot continue traveling.

  Some of the electric actuators have a function of locking a parking gear and setting a parking lock (parking shift) when the vehicle is stopped. In such a configuration, if the low-voltage battery cannot be charged due to a failure of the high-voltage battery and the electric capacity of the low-voltage battery is insufficient, sufficient electric power for driving the electric actuator cannot be secured, thereby achieving a parking lock when stopping. There is a possibility that the vehicle cannot be safely stopped.

  Patent Document 1 discloses control in the case where a travel motor fails in a hybrid vehicle control device that includes an engine as a drive source and a travel motor. That is, in the hybrid vehicle described in Patent Document 1, the automatic transmission shift stage is set to the driving state of the vehicle depending on whether the failure detection means detects a failure of the motor output system including the traveling motor or not. The shift map for control is switched in accordance with the change of. As a result, when a failure of the motor output system including the traveling motor is detected, the shift stage of the automatic transmission is set to a lower speed shift stage compared to the case where the failure is not detected. Start is started. However, the control described in Patent Document 1 is control when the traveling motor fails, and does not disclose control when the battery (high voltage battery) fails.

JP 2007-246011 A

  The present invention has been made in view of the above points, and its purpose is to reduce the remaining capacity of the low-voltage battery even when the high-voltage battery cannot be charged and discharged normally while the vehicle is running. An object of the present invention is to provide a control device for a hybrid vehicle that can be suppressed and that can secure a minimum electric power required for shifting gears and parking lock by a transmission.

  In order to solve the above problems, the present invention provides an internal combustion engine (2) and an electric motor (3) as a drive source of a vehicle, and an internal combustion engine (2), an electric motor (3), and drive wheels (WR, WL). A stepped transmission (4) capable of setting a plurality of shift stages, a high-voltage capacitor (30) capable of transferring power between the electric motor (3), and the electric motor (3) or the high-voltage Power can be exchanged between the transformer (21) capable of at least stepping down the electric power from the capacitor (30) and the high-voltage capacitor (30) and the electric motor (3) via the transformer (21). By the low-voltage capacitor (22), the actuator mechanism (7) driven by the power supplied to the low-voltage capacitor (22) to set the gear stage by the transmission (4), the internal combustion engine (2), and the electric motor (3) Control means (10) for controlling driving of the vehicle, and accelerator opening As a shift map having a plurality of upshift lines and downshift lines based on the relationship between (AP) and vehicle speed (V), it is usual to have a downshift line in which the value of vehicle speed (V) changes according to the accelerator opening (AP). Storage means (25) for storing a shift map (M1) and a shift map for failure (M2) having a downshift line in which the vehicle speed (V) is a constant value regardless of the accelerator opening (AP); And the control means (10) determines whether or not the high-voltage capacitor (30) is in a failure state in which charging and discharging cannot be normally performed, and determines that the high-voltage capacitor (30) is not in a failure state. The vehicle speed is reduced by switching the shift stage of the transmission (4) based on the normal shift map (M1) and by transferring power between the electric motor (3) and the high-voltage capacitor (30). Of the electric motor (3) The high-voltage capacitor (30) is charged according to the above, and when it is determined that the high-voltage capacitor (30) is in a failure state, the gear position of the transmission (4) is switched based on the failure-time shift map (M2). The power transfer between the electric motor (3) and the low-voltage capacitor (22) via the transformer (21) allows the low-voltage capacitor (22) to be regenerated by the regeneration of the electric motor (3) as the vehicle decelerates. Charging is performed.

According to the control apparatus for a hybrid vehicle according to the present invention, when a failure state in which charging / discharging of the high voltage battery cannot be normally performed while the vehicle is running is performed directly from the electric motor via the transformer without passing through the high voltage battery. The low-voltage battery is charged by supplying power to the low-voltage battery. As a result, even when the high-voltage battery fails, it is possible to secure a minimum electric capacity that enables at least switching of the shift speed by the shift actuator mechanism as the electric capacity of the low-voltage battery.
In addition, the downshift line on the shift map for failure used to switch gears when a high-voltage battery fails is set to a constant value according to the vehicle speed regardless of the accelerator opening. Sometimes, frequent downshifts in the transmission can be suppressed. Therefore, by reducing the number of shift speeds, the power consumption in the actuator mechanism can be reduced and the remaining capacity of the low-voltage capacitor can be secured.

  In the hybrid vehicle control apparatus, the driving force from the drive wheels (WR, WL) can be transmitted to the electric motor (3) when the vehicle is decelerated to the gear stage that can be set by the transmission (4). And a shift map for failure (M2) transmits the driving force from the drive wheels (WR, WL) to the electric motor (3) when the vehicle decelerates. The first failure shift map (M2-1) set so as to allow downshifts only to the gears that can be operated, and the drive force from the drive wheels (WR, WL) when the vehicle decelerates (3 And a second failure speed change map (M2-2) set so as to permit downshifting to both of the shift speed that can be transmitted to) and the other shift speed, and the control means (10) indicates that the remaining capacity (S) of the low-voltage capacitor (22) is a predetermined amount ( 1), if it is determined that the remaining capacity (S) of the low voltage capacitor (22) is less than the predetermined amount (S1), the first failure speed change map (M2-1) On the other hand, when it is determined that the remaining capacity (S) of the low-voltage capacitor (22) is greater than or equal to the predetermined amount (S1), the second speed change map (M2-2) is switched. ) To change the gear position of the transmission (4).

  According to this configuration, when the vehicle decelerates when the high-voltage capacitor fails, if the remaining capacity of the low-voltage capacitor is less than a predetermined amount, a jump shift that allows downshifting to a shift stage that can be regenerated by the electric motor is performed. By doing so, at the time of deceleration, regeneration by the electric motor is always performed, so that the remaining capacity of the low-voltage capacitor can be recovered. On the other hand, if the remaining capacity of the low-voltage capacitor is greater than or equal to a predetermined amount, shifting is allowed to gears other than the gears that can be regenerated by the electric motor, so that one step as in normal gearing is performed without performing jump gear shifting. By downshifting one by one, a good deceleration feeling of the vehicle can be obtained.

  In the hybrid vehicle control device, the actuator mechanism (7) is configured to set a parking lock for fixing the drive wheels (WR, WL) when the vehicle is stopped. The predetermined amount (S1) of the remaining capacity (S) may be a remaining capacity at which parking lock can be achieved by the actuator mechanism (7) at least when the vehicle is stopped.

  According to this, when the remaining capacity of the low voltage capacitor is at least smaller than the remaining capacity that can be set for parking lock by the actuator mechanism when the vehicle is stopped, regeneration by the electric motor is always performed when the vehicle is decelerated. Recovery of the remaining capacity can be achieved. Therefore, it is possible to avoid a state in which the parking lock cannot be set when the vehicle is stopped.

  In the hybrid vehicle control apparatus, the transmission (4) is connected to the rotating shaft of the electric motor (3) and is connected to the engine output shaft (2a) of the internal combustion engine (2) via the first clutch (C1). The first input shaft (IMS) is detachably coupled to the engine output shaft (2a) of the internal combustion engine (2) via the second clutch (C2). A second input shaft (SS), a plurality of drive gears (42 to 47) for shifting rotation by a driving force input to the first input shaft (IMS) or the second input shaft (SS), and a plurality of A plurality of driven gears (51 to 53) meshing with the drive gears (42 to 47) are fixed, and the driving force shifted through the drive gears (42 to 47) and the driven gears (51 to 53) is output. Output shaft (CS) and drive gear (43, 45, 4) on the first input shaft (IMS) ) And a first synchronous engagement device (81, 82) that selectively engages one of the first input shaft (IMS) and a drive gear (42, 44) on the second input shaft (SS). , 46), and a second synchronous engagement device (83, 84) for selectively engaging one of the second input shaft (SS) and a first failure speed change map (M2-). 1) is set so as to permit downshifting only to the shift stage established by the drive gear (43, 45, 47) on the first input shaft (IMS), and the second failure speed change map (M2). -2) is established by the shift stage established by the drive gear (43, 45, 47) on the first input shaft (IMS) and the drive gear (42, 44, 46) on the second input shaft (SS). It may be set to allow downshifting to both of the shift stage.

In the transmission having the first and second clutches and the first and second input shafts (twin clutch type transmission), the transmission gear is set by the drive gear on the first input shaft connected to the rotating shaft of the motor. The electric motor can be regenerated by the driving force input from the driving wheels only when the vehicle is decelerated. Therefore, when the remaining capacity of the low voltage capacitor is insufficient at the time of failure of the high voltage capacitor, the first failure shift map is used which permits downshift only to the gear stage established by the drive gear on the first input shaft. Thus, the low-voltage capacitor can be efficiently charged by regenerating the motor when the vehicle is decelerated. On the other hand, if the remaining capacity of the low-voltage capacitor is not insufficient when the high-voltage capacitor fails, the gear stage established by the drive gear on the first input shaft and the gear stage established by the drive gear on the second input shaft By performing the shift using the second failure-time shift map that permits downshifting to both, it is possible to prevent a jump shift and obtain a good feeling of deceleration.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning one Embodiment of this invention. FIG. 2 is a skeleton diagram showing a detailed configuration of the transmission shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. It is a figure for demonstrating the charging path | route of a low voltage battery and a high voltage battery, (a) is a charging path at the time of normal of a high voltage battery, (b) is a figure which shows the charging path at the time of failure of a high voltage battery. It is a figure which shows the normal shift map used for the shift control in the normal time of a high voltage battery. It is a figure which shows the shift map for 1st failure used for the shift control at the time of failure of a high voltage battery. It is a figure which shows the shift map for 2nd failure used for the shift control at the time of failure of a high voltage battery. It is a flowchart which shows the procedure of the shift control at the time of failure of a high voltage battery.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating a configuration example of a vehicle including a control device for a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 of the present embodiment is a hybrid vehicle vehicle including an internal combustion engine 2 and an electric motor 3 as drive sources, and further a power drive unit (PDU) for controlling the electric motor 3. 20, a high voltage battery (high voltage capacitor) 30, a DC-DC converter (transformer) 21, a low voltage battery (12V battery: low voltage capacitor) 22, a transmission (transmission) 4, a differential mechanism 5, Drive shafts 6R, 6L and left and right drive wheels WR, WL are provided. Here, the electric motor 3 is a motor and includes a motor generator, and the high voltage battery 30 and the low voltage battery 22 are capacitors and include a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the internal combustion engine (hereinafter referred to as “engine”) 2 and the electric motor (hereinafter referred to as “motor”) 3 is transmitted to the left and right via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L. It is transmitted to the drive wheels WR and WL.

  In addition, the vehicle 1 includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the DC-DC converter 21, the high voltage battery 30, the low voltage battery 22, and the like. Is provided. The electronic control unit 10 is not only configured as one unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the DC-DC converter 21, a high voltage battery 30 and a low voltage. A plurality of ECUs such as a battery ECU for controlling the battery 22 and an AT-ECU for controlling the transmission 4 may be included. The electronic control unit 10 according to the present embodiment controls the engine 2 and the motor 3 and also controls the high voltage battery 30 and the low voltage battery 22, the PDU 20, the DC-DC converter 21, the transmission 4, and the like.

  The motor 3 is, for example, a three-phase (U phase, V phase, W phase) DC brushless motor or the like, and is connected to a power drive unit (PDU) 20 that controls driving and power generation of the motor 3. The PDU 20 includes, for example, a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of transistor switching elements.

  The PDU 20 is connected to a high voltage battery 30 that exchanges power with the motor 3. Examples of the power exchanged here include supply power supplied to the motor 3 during driving or assisting operation of the motor 3 and output power output from the motor 3 during power generation by the regenerative operation or boost driving. . The PDU 20 receives a control command from the electronic control unit 10 and controls driving of the motor 3 and power generation. For example, when the motor 3 is driven, DC power output from the high voltage battery 30 is converted into three-phase AC power and supplied to the motor 3 based on a torque command output from the electronic control unit 10. On the other hand, when the motor 3 generates power, the three-phase AC power output from the motor 3 is converted into DC power, and the high-voltage battery 30 is charged.

  The low-voltage battery 22 for driving the electrical load 23 and the gear actuator mechanism 7 composed of various auxiliary machines is connected in parallel to the PDU 20 and the high-voltage battery 30 via the DC-DC converter (transformer) 21. Has been. The DC-DC converter 21 is, for example, a bidirectional DC-DC converter, and when the remaining capacity (SOC: State Of Charge) of the low-voltage battery 22 is reduced, connection between terminals of the high-voltage battery 30 or When the regenerative operation of the motor 3 or the boost drive is performed, the voltage across the terminals of the PDU 20 is stepped down to a predetermined voltage value to charge the low voltage battery 22, and when the remaining capacity of the high voltage battery 30 is reduced, the low voltage battery The high voltage battery 30 can be charged by boosting the voltage between the terminals 22. Further, various auxiliary machines constituting the electric load 23 include a defroster unit mounted on the vehicle 1, communication and power transmission equipment for the electronic control unit 10, car audio and its associated equipment, heater unit, light (lighting) And the like). A gear actuator mechanism 7 for driving first and second clutches C1 and C2 and synchromesh mechanisms 81 and 82 of the transmission 4 to be described later is operated by the electric power of the low-voltage battery 22.

  The electronic control unit 10 performs control so that the motor alone travels (EV travel) using only the motor 3 as a power source according to various operating conditions, or performs the engine alone travel using only the engine 2 as a power source. Control is performed so as to perform cooperative traveling (HEV traveling) in which both the engine 2 and the motor 3 are used as power sources.

  In addition, the electronic control unit 10 includes, as control parameters, the accelerator pedal opening from the accelerator pedal sensor 31 that detects the depression amount of the accelerator pedal, and the brake pedal opening from the brake pedal sensor 32 that detects the depression amount of the brake pedal. , The shift position from the shift position sensor 33 for detecting the gear stage (shift stage), the motor rotation speed from the motor rotation speed sensor 34 for detecting the rotation speed of the motor 3, and a first input shaft (inner main shaft) IMS to be described later. , The remaining capacity for measuring the rotation speed from the rotation shaft sensor 39 that detects the rotation speed of each rotation shaft of the transmission 4 such as the outer main shaft OMS, the counter shaft CS, and the remaining capacity (SOC) of the low-voltage battery 22 and the high-voltage battery 30. Various signals such as the remaining capacity from the detector 35 and the vehicle speed from the vehicle speed sensor 36 are input. It has become.

  In addition, a memory (storage means) 25 that can exchange data with the electronic control unit 10 is provided. The memory 25 stores a shift map for controlling the shift of gears by the transmission 4. As will be described later, the shift map includes a normal shift map M1 that is used in a normal state in which the high-voltage battery 30 is not broken, and a failure-time shift map M2 that is used when the high-voltage battery 30 is in a broken state (first A failure shift map M2-1 and a second failure shift map M2-2) are included.

  The engine 2 is an internal combustion engine that generates a driving force for running the vehicle 1 by mixing fuel with air and burning it. The motor 3 is a motor that generates a driving force for running the vehicle 1 using the electric energy of the high-voltage battery 30 when the engine 2 and the motor 3 collaborate or when only the motor 3 is run alone. While functioning, when the vehicle 1 decelerates, it functions as a generator that generates electric power by regeneration of the motor 3. During regeneration of the motor 3, the high voltage battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

  Next, the configuration of the transmission 4 provided in the vehicle of the present embodiment will be described. FIG. 2 is a skeleton diagram showing a detailed configuration of the transmission 4 shown in FIG. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission 4 shown in FIG. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (dual clutch transmission).

  The transmission 4 includes an inner main shaft (hereinafter referred to as a “first input shaft”) IMS connected to the crankshaft 2a that forms the engine output shaft of the engine 2 and the rotation shaft of the motor 3, and the first input. The outer main shaft (second input shaft) OMS forming the outer cylinder of the shaft IMS, the secondary shaft (second input shaft) SS parallel to the first input shaft IMS, the idle shaft IDS, the reverse shaft RVS, and these shafts And a countershaft CS which forms an output shaft in parallel with each other.

  Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS via the idle shaft IDS, and the counter shaft CS is further always engaged with the differential mechanism 5 (see FIG. 1). Be placed.

  Further, the transmission 4 includes a first clutch C1 for odd-numbered stages and a second clutch C2 for even-numbered stages. The first and second clutches C1 and C2 are dry clutches. The first clutch C1 is coupled to the first input shaft IMS. The second clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft) and is connected to the reverse shaft RVS and the secondary shaft SS (first shaft) from the gear 48 fixed on the outer main shaft OMS via the idle shaft IDS. 2 part of the input shaft).

  A sun gear 71 of the planetary gear mechanism 70 is fixedly disposed at a predetermined position from the motor 3 of the first input shaft IMS. Further, on the outer periphery of the first input shaft IMS, a carrier 73 of the planetary gear mechanism 70, a third speed drive gear 43, a seventh speed drive gear 47, and a fifth speed drive gear 45 are arranged in order from the left side in FIG. . The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the first input shaft IMS, and the third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. It is also used as a first-speed drive gear. Further, on the first input shaft IMS, a 3-7 speed synchromesh mechanism (selector mechanism) 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction, and Corresponding to the 5-speed drive gear 45, a 5-speed synchromesh mechanism (selector mechanism) 82 is provided to be slidable in the axial direction. The synchromesh mechanism (selector mechanism) corresponding to the desired gear stage is slid to put the gear stage into synchronism, whereby the gear stage is connected to the first input shaft IMS. These gears and synchromesh mechanisms provided in association with the first input shaft IMS constitute a first transmission mechanism G1 for performing an odd-numbered shift. Each drive gear of the first transmission mechanism G1 meshes with a corresponding driven gear provided on the countershaft CS, and rotationally drives the countershaft CS.

  On the outer periphery of the secondary shaft SS (second input shaft), a second speed drive gear 42, a sixth speed drive gear 46, and a fourth speed drive gear 44 are disposed so as to be relatively rotatable in order from the left side in FIG. The Further, on the secondary shaft SS, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism (selector mechanism) 84 is provided to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS (second input shaft) by sliding the synchromesh mechanism (selector mechanism) corresponding to the desired gear stage and inserting the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism G2 for performing even-numbered gear shifting. Each drive gear of the second speed change mechanism G2 also meshes with a corresponding driven gear provided on the counter shaft CS, and rotationally drives the counter shaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the gear 57 on the idle shaft IDS, and is coupled from the idle shaft IDS to the second clutch C2 via the outer main shaft OMS.

  A reverse drive gear 58 is disposed on the outer periphery of the reverse shaft RVS so as to be relatively rotatable. On the reverse shaft RVS, a reverse synchromesh mechanism 85 corresponding to the reverse drive gear 58 is slidable in the axial direction, and a gear 50 that engages with the idle shaft IDS is fixed. When traveling in reverse, the synchromesh mechanism 85 is synchronized and the second clutch C2 is engaged to transmit the rotation of the second clutch C2 to the reverse shaft RVS via the outer main shaft OMS and the idle shaft IDS. Then, the reverse drive gear 58 is rotated. The reverse drive gear 58 meshes with the gear 56 on the first input shaft IMS, and when the reverse drive gear 58 rotates, the first input shaft IMS rotates in the direction opposite to that during forward movement. The reverse rotation of the first input shaft IMS is transmitted to the countershaft CS via a gear (third speed drive gear) 43 connected to the planetary gear mechanism 70.

  The first and second clutches C1 and C2 and the respective synchromesh mechanisms 81 to 84 of the transmission 4 are driven by a gear actuator mechanism (electric gear actuator mechanism) 7 (see FIG. 1) that operates with power supplied from the low-voltage battery 22. It is designed to be driven.

  On the countershaft CS, in order from the left side in FIG. 2, the 2-3 speed driven gear 51, the 6-7 speed driven gear 52, the 4-5 speed driven gear 53, the parking gear 54, and the final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the counter shaft CS is transmitted to the differential mechanism 5. The ring gear 75 of the planetary gear mechanism 70 is provided with a brake 41 for stopping the rotation of the ring gear 75.

  Although not shown, the parking gear 54 is provided with a parking lock mechanism having an engaging member that engages with the parking gear 54. The engaging member of the parking lock mechanism is driven by the gear actuator mechanism 7 described above. That is, when the parking position is selected by the operation of the shift device (not shown) by the vehicle driver in the stopped state, the engaging member driven by the gear actuator mechanism 7 is engaged with the parking gear 54. The countershaft CS is locked and the parking lock is achieved.

  In the transmission 4 configured as described above, when the synchromesh sleeve of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 6th speed drive gear 46 is connected. Is coupled to the secondary shaft SS. When the synchromesh sleeve of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the second clutch C2 with the even-numbered drive gear stage selected in this way, the transmission 4 is set to an even-numbered gear stage (second speed, fourth speed, or sixth speed).

  When the synchromesh sleeve of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the first input shaft IMS to select the 3rd speed, and when it is slid to the right, the 7th speed The drive gear 47 is coupled to the first input shaft IMS to select the seventh speed. When the synchromesh sleeve of the 5-speed synchromesh mechanism 82 is slid rightward, the 5-speed drive gear 45 is coupled to the first input shaft IMS, and the 5-speed gear stage is selected. In a state (neutral state) in which none of the gears 43, 47, 45 is selected by the synchromesh mechanisms 81, 82, the rotation of the planetary gear mechanism 70 is transmitted to the countershaft CS via the gear 43 connected to the carrier 73, The first gear is selected. By engaging the first clutch C1 with the odd number of drive gears selected in this way, the transmission 4 is set to an odd number of gears (first speed, third speed, fifth speed, or seventh speed). The

  Determination of the shift speed to be realized by the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first transmission mechanism G1 and the second transmission mechanism G2 (synchronization switching control), and the first clutch C1 And the control of engagement and disengagement of the second clutch C2, etc.) are performed by the electronic control unit 10 in accordance with the driving situation, as is well known.

  And in the hybrid vehicle control apparatus of this embodiment, when it will be in the failure state which cannot perform charging / discharging in the high voltage battery 30 normally for some reason, the failure state of the high voltage battery 30 is determined by the electronic control unit 10. The As a specific aspect of the failure state of the high voltage battery 30 here, for example, when the high voltage battery 30 itself cannot be charged / discharged normally due to damage or deterioration of the high voltage battery 30 itself, the control board ( This includes a failure of an accompanying part such as (not shown). The electronic control unit 10 can determine the failure state of the high-voltage battery 30 based on the current value and voltage value related to the high-voltage battery 30 detected by a current sensor and voltage sensor (not shown).

  When the electronic control unit 10 determines that the high-voltage battery 30 is in a failure state, power is transferred between the low-voltage battery 22 and the motor 3 via the DC-DC converter 21, thereby regenerating the motor 3. The low voltage battery 22 is charged by the above. 4A and 4B are diagrams for explaining charging paths of the low-voltage battery 22 and the high-voltage battery 30. FIG. 4A shows a normal charging path of the high-voltage battery 30, and FIG. It is a figure which shows the charge path | route at the time of a failure.

  When the high voltage battery 30 is normal, the high voltage battery 30 is charged by supplying regenerative power from the motor 3 directly to the high voltage battery 30 as shown in FIG. The low voltage battery 22 is charged by supplying power from the high voltage battery 30 to the low voltage battery 22 via the DC-DC converter 21. On the other hand, when the high-voltage battery 30 cannot be charged / discharged normally, as shown in FIG. 4B, the regenerative power from the motor 3 is stepped down by the DC-DC converter 21 and directly connected to the low-voltage battery 22. Send to. Thereby, the low voltage battery 22 is charged with the regenerative power of the motor 3.

  In order to perform regeneration by the motor 3 with the driving force input from the drive wheels WR and WL when the vehicle is decelerated, the gear position of the transmission 4 is set to any of the drive gears 43, 45, and 47 on the first input shaft IMS. Is set to an odd gear (1, 3, 5). In this state, the driving force (braking force) input from the drive wheels WR and WL during deceleration of the vehicle is input from the final drive gear 55 to the counter shaft CS, and any of the driven gears 51, 52, 53 from the counter shaft CS. And the drive gears 43, 45, 47 are input to the first input shaft IMS and input from the first input shaft IMS to the rotation shaft of the motor 3.

  If the electronic control unit 10 does not determine that the high-voltage battery 30 is in a failed state, the electronic control unit 10 controls the gear position of the transmission 4 based on the normal shift map M1. FIG. 5 is a diagram showing the normal shift map M1. In the graphs of the shift maps shown in FIG. 6 and FIG. 7 to be described later, the vehicle speed V is taken on the horizontal axis and the accelerator opening AP is taken on the vertical axis, and the downshift line and the upshift line on the shift map are The vehicle speed V and the accelerator pedal opening AP are set. The downshift line on the normal shift map M1 in FIG. 5 is set so that the value of the vehicle speed V changes according to the accelerator pedal opening AP. Specifically, when the accelerator opening is equal to or greater than a predetermined value, the vehicle speed is set to increase as the accelerator opening increases.

  On the other hand, when the electronic control unit 10 determines that the high-voltage battery 30 is in a failure state, the gear position of the transmission 4 is controlled based on the failure-time shift map M2. The failure shift map M2 includes a first failure shift map M2-1 that permits a downshift only to a shift stage that can be regenerated by the motor 3 with the driving force from the drive wheels WR and WL when the vehicle is decelerated. And a second failure speed change map M2- that allows downshifts not only to the speed stages that can be regenerated by the motor 3 with the driving force from the drive wheels WR and WL during deceleration of the vehicle, but also to other speed stages. 2 is included. 6 is a diagram showing a first failure shift map M2-1, and FIG. 7 is a diagram showing a second failure shift map M2-2.

  Note that the gear stage that can be regenerated by the motor 3 with the driving force from the drive wheels WR and WL when the vehicle is decelerated is the first input shaft connected to the rotation shaft of the motor 3 as described above. It is an odd gear (1st, 3rd, 5th speed) set by any of the drive gears 43, 45, 47 on the IMS. On the other hand, a gear other than the gear that can be regenerated by the motor 3 with the driving force from the drive wheels WR and WL when the vehicle decelerates is any of the drive gears 42, 44, and 46 on the second input shaft SS. It is an even-numbered speed stage (2, 4, 6th speed stage) to be set.

  In the first failure shift map M2-1 and the second failure shift map M2-2, each downshift line is set to a constant value corresponding to the vehicle speed V regardless of the accelerator pedal opening AP. . Thereby, the vehicle speed at which the downshift occurs is limited.

  In addition, the first failure-time shift map M2-1 is compared with the normal shift map M1, downshift lines (3-2, 5-4, 7-6 downshifts) to even-numbered shift stages among the downshift lines. Line) is omitted, and only downshift lines (2-1, 4-2, 6-5 downshift lines) to odd-numbered gears are used. In addition, the second failure shift map M2-2 includes a downshift line to a downshift line (2-1, 4-3, 6-5 downshift line) to an odd gear and a downshift to an even gear. Both lines (3-2, 5-4, 7-6 downshift lines).

  FIG. 6 is a flowchart showing a procedure of shift control by the transmission 4 when the high-voltage battery 30 fails. In the shift control at the time of failure of the high-voltage battery 30, it is first determined whether or not the high-voltage battery 30 is in a failure state (fail) (step ST1). As a result, if the high-voltage battery 30 is not in a failure state, that is, if it is in a normal state (NO), a normal shift map M1 shown in FIG. 5 is selected as a shift map (step ST2). On the other hand, if the high voltage battery 30 is in a failure state (YES), it is subsequently determined whether or not the remaining capacity S of the low voltage battery 22 is larger than a predetermined threshold value S1 (step ST3). The threshold value S1 of the remaining capacity S here is a value (remaining capacity) at which at least parking lock can be achieved by the gear actuator mechanism 7. As a result, when the remaining capacity S of the low-voltage battery 22 is smaller than the threshold value S1 (NO), that is, when the remaining capacity S of the low-voltage battery 22 is less than the capacity at which the gear actuator mechanism 7 can achieve parking lock, The first failure shift map M2-1 is selected as the shift map (ST4). In the first failure shift map M2-1, only downshifts to odd gears are permitted. In other words, every other step in the downshift is performed. Further, the vehicle speed V is set to a constant value for each downshift line regardless of the accelerator pedal opening AP (the downshift vehicle speed is limited). As a result, the shift of the gear stage is minimized, and the power consumption in the gear actuator mechanism 7 accompanying the gear shift is suppressed as much as possible, while only the gear stage that can be regenerated by the motor 3 when the vehicle is decelerated. By downshifting, the capacity of the low voltage battery 22 is secured at an early stage so that at least the capacity capable of achieving the parking lock by the gear actuator mechanism 7 is secured.

  On the other hand, when the remaining capacity S of the low-voltage battery 22 is larger than the threshold value S1 in step ST3 (YES), that is, when the remaining capacity S of the low-voltage battery 22 is larger than the capacity at which the gear actuator mechanism 7 can achieve the parking shift. Selects the second failure-time shift map M2-2 as the shift map for shifting (ST5). In the second failure-time shift map M2-2, both a downshift to an odd gear and a downshift to an even gear are permitted. That is, downshifting is performed one step at a time so as not to make a jump shift. Further, in each downshift line, the vehicle speed V is set to a constant value regardless of the accelerator opening AP, as in the first failure time shift map M2-1 (the downshift vehicle speed is limited). ). Thus, the vehicle driver can obtain a good feeling of deceleration (deceleration feeling) while ensuring the capacity of the low-voltage battery 22 while avoiding frequent switching of the gear position. That is, by suppressing the change in the reduction ratio due to the change of the gear position (downshift) at the time of deceleration, it is possible to perform smooth deceleration traveling with less vibration and noise of the vehicle.

  As described above, according to the hybrid vehicle control device of the present embodiment, it is determined whether or not the high-voltage capacitor 30 is in a failure state in which charging / discharging cannot be performed normally, and it is determined that the high-voltage capacitor 30 is not in a failure state. In this case, the gear 3 of the transmission 4 is switched on the basis of the normal shift map M1, and power is exchanged between the motor 3 and the high-voltage capacitor 30, so that the motor 3 accompanying the deceleration of the vehicle is performed. The high-voltage capacitor 30 is charged by the regeneration. On the other hand, when it is determined that the high-voltage capacitor 30 is in a failure state, the transmission 4 shift stage is switched based on the failure-time shift map M2, and the motor 3 and the low-voltage capacitor 22 are connected via the DC-DC converter 21. By transferring electric power between the two, charging of the low-voltage capacitor 22 by regeneration of the motor 3 accompanying deceleration of the vehicle is performed.

  According to the control apparatus for a hybrid vehicle according to the present invention, when a failure occurs in which charging / discharging of the high voltage battery 30 cannot be performed normally while the vehicle is running, the DC-DC converter is not connected from the motor 3 via the high voltage battery 30. The low-voltage battery 22 is charged by supplying power directly to the low-voltage battery 22 via the power supply 21. Thereby, even when the high-voltage battery 30 fails, it is possible to secure a minimum electric capacity at which the gear actuator mechanism 7 can switch at least the gear position and set the parking lock as the electric capacity of the low-voltage battery 22. .

  Further, the downshift line on the failure-time shift map M2 used for switching the gear position when the high-voltage battery 30 fails is set to a constant value according to the vehicle speed V regardless of the accelerator opening AP. When the high voltage battery 30 fails, frequent downshifts in the transmission 4 can be suppressed. Therefore, by reducing the number of shift speeds, the power consumption in the gear actuator mechanism 7 can be reduced, and the remaining capacity of the low-voltage battery 22 can be secured.

  Further, the failure-time shift map M2 is set to permit downshift only to a shift stage that can transmit the driving force from the drive wheels WR and WL to the electric motor 3 when the vehicle is decelerated. Permits downshifting to both the speed shift map M2-1 and the shift speeds at which the driving force from the drive wheels WR and WL can be transmitted to the motor 3 during deceleration of the vehicle and the other shift speeds. The second failure speed change map M2-2 set as described above is included. And determines whether or not the remaining capacity S of the low-voltage battery 22 is less than the predetermined amount S1, and when it is determined that the remaining capacity S of the low-voltage battery 22 is less than the predetermined amount S1, When the shift stage of the transmission 4 is switched based on the shift map M2-1 and the remaining capacity S of the low voltage battery 22 is determined to be equal to or greater than the predetermined amount S1, the shift is performed based on the second failure shift map M2-2. The gear position of the machine 4 is switched.

  According to this configuration, when the remaining capacity of the low-voltage battery 22 is less than a predetermined amount when the vehicle is decelerated when the high-voltage battery 30 fails, a downshift is permitted to a shift stage that can be regenerated by the motor 3. By performing the jump shift, the remaining capacity of the low voltage battery 22 can be recovered by always performing regeneration by the motor 3 during deceleration. On the other hand, when the remaining capacity of the low-voltage battery 22 is greater than or equal to a predetermined amount, the shift is permitted to a shift stage other than the shift stage that can be regenerated by the motor 3, thereby performing the same as the normal shift without performing the jump shift. By downshifting one step at a time, a good deceleration feeling of the vehicle can be obtained.

  The predetermined amount S1 of the remaining capacity S of the low-voltage battery 22 is set to a remaining capacity that allows the gear actuator mechanism 7 to achieve parking lock at least when the vehicle is stopped. According to this, when the remaining capacity of the low voltage battery 22 is smaller than at least the remaining capacity that can be set to the parking lock by the gear actuator mechanism 7 when the vehicle is stopped, regeneration by the motor 3 is always performed during deceleration of the vehicle. Thus, the remaining capacity of the low voltage battery 22 can be recovered. Therefore, it is possible to avoid a state in which the parking lock cannot be set when the vehicle is stopped.

  Further, in the transmission (twin clutch type transmission) 4 having the first and second clutches C1 and C2 and the first and second input shafts IMS and SS as in the present embodiment, the rotation of the motor 3 is performed. The motor 3 can be regenerated by the driving force input from the drive wheels WR and WL when the vehicle is decelerated only by the odd speed set by the drive gear on the first input shaft IMS connected to the shaft. Therefore, when the remaining capacity of the low-voltage battery 22 is insufficient when the high-voltage battery 30 fails, the shift is performed using the first failure-time shift map M2-1 that permits downshifting only to the odd-numbered gears. By performing, the low voltage battery 22 can be efficiently charged by regeneration of the motor 3 when the vehicle is decelerated. On the other hand, if the remaining capacity of the low-voltage battery 22 is not insufficient when the high-voltage battery 30 fails, the shift stage established by the drive gear on the first input shaft IMS and the drive gear on the second input shaft SS By performing a shift using the second failure shift map M2-2 that permits a downshift to both the established shift speeds, it is possible to prevent a jump shift and obtain a good feeling of deceleration. Can do.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

1 vehicle (hybrid vehicle)
2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission (transmission)
5 Differential mechanism 10 Electronic control unit (control means)
21 DC-DC converter (transformer)
22 Low voltage battery (12V battery: Low voltage battery)
30 High voltage battery (high voltage battery)
31 Accelerator pedal sensor 32 Brake pedal sensor 33 Shift position sensor 34 Motor rotational speed sensor 35 Remaining capacity detector (remaining capacity detecting means)
36 Battery temperature sensor (temperature detection means)
39 Rotating shaft sensors 42, 44, 46 Drive gear (transmission gear)
43, 45, 47 Drive gear (transmission gear)
70 Planetary gear mechanism 81, 82 Synchromesh mechanism (synchronous engagement device)
83, 84, 85 Synchromesh mechanism (synchronous engagement device)
C1 First clutch C2 Second clutch CS Counter shaft (output shaft)
IDS Idle shaft IMS Inner main shaft (first input shaft, input shaft)
OMS outer main shaft (second input shaft)
RVS Reverse shaft S1 First transmission mechanism S2 Second transmission mechanism SS Secondary shaft

  Further, the failure-time shift map M2 is set to permit downshift only to a shift stage that can transmit the driving force from the drive wheels WR and WL to the electric motor 3 when the vehicle is decelerated. Permits downshifting to both the speed shift map M2-1 and the shift speeds at which the driving force from the drive wheels WR and WL can be transmitted to the motor 3 during deceleration of the vehicle and the other shift speeds. The second failure speed change map M2-2 set as described above is included. Then, it is determined whether or not the remaining capacity S of the low-voltage battery 22 is smaller than the predetermined amount S1, and when it is determined that the remaining capacity S of the low-voltage battery 22 is smaller than the predetermined amount S1, the first failure time shift map. When the shift stage of the transmission 4 is switched based on M2-1 and when the remaining capacity S of the low voltage battery 22 is determined to be greater than or equal to the predetermined amount S1, the transmission 4 is shifted based on the second failure shift map M2-2. The gear position is switched.

Further, in the transmission (twin clutch type transmission) 4 having the first and second clutches C1 and C2 and the first and second input shafts IMS and SS as in the present embodiment, the rotation of the motor 3 is performed. The motor 3 is regenerated with the driving force input from the drive wheels WR and WL when the vehicle is decelerated only by the odd speed set by the drive gears 43 , 45 and 47 on the first input shaft IMS connected to the shaft. be able to. Therefore, when the remaining capacity of the low-voltage battery 22 is insufficient when the high-voltage battery 30 fails, the shift is performed using the first failure-time shift map M2-1 that permits downshifting only to the odd-numbered gears. By performing, the low voltage battery 22 can be efficiently charged by regeneration of the motor 3 when the vehicle is decelerated. On the other hand, if the remaining capacity of the low-voltage battery 22 is not insufficient when the high-voltage battery 30 fails, the shift stage established by the drive gears 43 , 45 , 47 on the first input shaft IMS and the second input shaft SS By performing a shift using the second failure shift map M2-2 that permits downshifting to both of the shift stages established by the upper drive gears 42 , 44 , and 46 , it is possible to prevent a jump shift and to improve It is possible to obtain a feeling of slow deceleration.

Claims (4)

An internal combustion engine and an electric motor as a drive source of the vehicle;
A stepped transmission that is provided between the internal combustion engine and the electric motor and drive wheels and is capable of setting a plurality of shift stages;
A high-voltage capacitor capable of transferring power to and from the electric motor;
A transformer capable of at least stepping down the electric power from the electric motor or the high-voltage capacitor;
A low-voltage capacitor capable of transferring power between the high-voltage capacitor and the electric motor via the transformer;
An actuator mechanism that is driven by electric power supplied from the low-voltage capacitor in order to set a gear position by the transmission;
Control means for controlling driving of the vehicle by the internal combustion engine and the electric motor;
As a shift map having a plurality of upshift lines and downshift lines based on the relationship between the accelerator opening and the vehicle speed, a normal shift map having a downshift line in which the value of the vehicle speed changes according to the accelerator opening, and the accelerator Storage means for storing a shift map for failure having a downshift line in which the vehicle speed is a constant value regardless of the opening;
With
The control means includes
Determine whether or not it is a failure state that can not normally charge and discharge in the high-voltage capacitor,
When it is determined that the high-voltage capacitor is not in a failure state, the transmission gear is switched based on the normal shift map, and power is transferred between the motor and the high-voltage capacitor. While performing the charging of the high-voltage capacitor by regeneration of the electric motor accompanying deceleration of the vehicle,
When it is determined that the high-voltage capacitor is in a failure state, the transmission gear is switched based on the failure-time shift map, and power is transferred between the electric motor and the low-voltage capacitor via the transformer. A hybrid vehicle control device that performs charging and receiving to charge the low-voltage capacitor by regeneration of the electric motor accompanying deceleration of the vehicle. The shift stages that can be set by the transmission include a shift stage that can transmit the driving force from the drive wheels to the electric motor when the vehicle is decelerated, and other shift stages.
The failure shift map is
A first failure shift map set so as to permit downshift only to a shift stage capable of transmitting the driving force from the drive wheels to the electric motor when the vehicle decelerates;
A second failure speed change gear set to permit downshifting to both the gear position capable of transmitting the driving force from the drive wheels to the electric motor when the vehicle decelerates and to other speed stages. A map, and
The control means includes
Determining whether the remaining capacity of the low-voltage capacitor is less than a predetermined amount;
When it is determined that the remaining capacity of the low-voltage capacitor is less than the predetermined amount, while changing the gear stage of the transmission based on the first failure shift map,
2. The hybrid vehicle according to claim 1, wherein when the remaining capacity of the low-voltage capacitor is determined to be equal to or greater than the predetermined amount, the shift stage of the transmission is switched based on the second failure shift map. Control device. The actuator mechanism is configured to set a parking lock for fixing the driving wheel when the vehicle stops.
The control apparatus for a hybrid vehicle according to claim 2, wherein the predetermined amount of the remaining capacity of the low-voltage capacitor is a remaining capacity at which the parking lock can be achieved by the actuator mechanism at least when the vehicle stops. The transmission is
A first input shaft coupled to the rotating shaft of the electric motor and detachably coupled to the engine output shaft of the internal combustion engine via a first clutch;
A second input shaft detachably connected to the engine output shaft of the internal combustion engine via a second clutch;
A plurality of drive gears for shifting the rotation by the driving force input to the first input shaft or the second input shaft;
A plurality of driven gears that mesh with the plurality of drive gears are fixed, and an output shaft that outputs a driving force shifted through the drive gear and the driven gear;
A first synchronous engagement device for selectively synchronously engaging any one of the drive gears on the first input shaft with the first input shaft;
A second synchronous engagement device that selectively engages any one of the drive gears on the second input shaft with the second input shaft in a synchronous manner;
The first failure shift map is set so as to permit downshift only to a shift stage established by the drive gear on the first input shaft,
The second failure shift map permits downshifting to both a shift stage established by the drive gear on the first input shaft and a shift stage established by the drive gear on the second input shaft. The control device for a hybrid vehicle according to any one of claims 1 to 3, wherein the control device is configured as follows.

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