JP2015123896A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a retreat travel appropriately in accordance with an abnormal spot and abnormality content.SOLUTION: A control apparatus is used for a vehicle including an engine ENG and a second rotary machine MG2 as power sources, and a dog clutch 60 and a one-way clutch 70 arranged in parallel between the second rotary machine MG2 and a reduction shaft 53 on a drive wheel W-side, where the dog clutch is capable of optionally connecting or disconnecting between two engagement elements 61, 62, and the one-way clutch transmits power only when an engagement element 71 on the second rotary machine MG2-side is increasingly rotated in a forward direction. Further, in a case where either of the dog clutch 60 and one-way clutch 70 fails, the control apparatus controls so as to engage only one of the dog clutch 60 and one-way clutch 70 for driving the vehicle.

Description

  The present invention relates to a control device for a vehicle having at least one rotating machine as a power source.

  Conventionally, a hybrid vehicle is known as one of such vehicles. For example, Patent Document 1 below discloses a hybrid vehicle including an engine, a first motor generator, a second motor generator, and a power split mechanism having a rotating element to which these power sources are individually connected. It is disclosed. In this hybrid vehicle, the second motor generator is connected to the rotating element of the power split mechanism via a friction clutch and a one-way clutch arranged in parallel. Therefore, in this hybrid vehicle, the second motor generator can be disconnected from the power transmission path by releasing the friction clutch. Further, in Patent Document 2 below, an engine, a motor generator, a power split mechanism having a rotating element to which these power sources are connected, and an engine rotating shaft and an MG rotating shaft are arranged in parallel. A hybrid vehicle including a friction clutch and a one-way clutch is disclosed. In this hybrid vehicle, the power of the motor generator is transmitted to the engine via a one-way clutch when the engine is started.

JP2013-096555A Japanese Patent No. 3354074

  By the way, when an abnormality occurs in the friction clutch or the one-way clutch, it is desirable to retreat the vehicle so that the vehicle can reach a destination such as a repair shop. However, depending on the abnormal location and the content of the abnormality, the cruising distance of the evacuation travel may be shortened.

  SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle control device that can improve the disadvantages of the conventional example and can perform an appropriate retreat according to an abnormal location and an abnormal content.

  In order to achieve the above object, the present invention includes a power connection / disconnection device including an engine and at least one rotating machine as a power source and capable of arbitrarily connecting / disconnecting power transmission between two engagement elements. A vehicle in which a one-way clutch that transmits power only when the rotation of the engagement element on the rotating machine side is increased in the forward direction is arranged in parallel between the rotating machine and the power transmission shaft on the drive wheel side If any one of the power connecting / disconnecting device and the one-way clutch is abnormal, only one of the power connecting / disconnecting device and the one-way clutch is engaged. The present invention is characterized in that a travel control unit that controls and travels so as to be in a combined state is provided.

  Here, when the one-way clutch can no longer be engaged, the travel control unit engages the power connection / disconnection device and drives the power generator or regenerates the rotating machine with the power connection / disconnection device engaged. It is desirable to drive and drive.

  In addition, when the one-way clutch cannot be released, the travel control unit releases the power connection / disconnection device, and travels by driving the revolving machine with power running or regenerative drive while the power connection / disconnection device is released. It is desirable to make it.

  In addition, when the power connection / disconnection device cannot be engaged, the travel control unit issues a regenerative drive prohibition command to the rotating machine, and power-drives the rotating machine to engage the one-way clutch. It is desirable to run it.

  In order to achieve the above object, the present invention provides a power connection / disconnection device that includes an engine and at least one rotating machine as a power source and can arbitrarily perform connection / disconnection of power transmission between two engagement elements. And a one-way clutch that transmits power only when the rotation of the engaging element on the rotating machine side is increased in the forward direction, is arranged in parallel between the rotating machine and the power transmission shaft on the driving wheel side. When the power connecting / disconnecting device cannot be engaged, a regenerative drive prohibition command is issued to the rotating machine and the rotating machine is driven to power so that the one-way clutch is engaged. The present invention is characterized in that a travel control unit is provided for traveling.

  Here, in the case of providing another rotating machine that lifts the rotation of the engine at the time of starting the engine, the traveling control unit, if the power connection / disconnection device cannot be engaged, It is desirable to prohibit the power running drive of the rotating machine.

  Moreover, when the said power connection / disconnection apparatus becomes impossible to release | release, it is desirable for the said travel control part to hold | maintain this power connection / disconnection apparatus with an engagement state.

  In order to achieve the above object, the present invention provides a power connection / disconnection device that includes an engine and at least one rotating machine as a power source and can arbitrarily perform connection / disconnection of power transmission between two engagement elements. And a one-way clutch that transmits power only when the rotation of the engaging element on the rotating machine side is increased in the forward direction, is arranged in parallel between the rotating machine and the power transmission shaft on the driving wheel side. When the power connection / disconnection device cannot be released, the vehicle control device controls the power connection / disconnection device so that the power connection / disconnection device is kept engaged. It is characterized by providing a part.

  Here, if the current command value for the power connection / disconnection device is in accordance with the engagement command, the traveling control unit holds the current command value without decreasing the current command value, and the current for the power connection / disconnection device. If the command value corresponds to the release command, it is desirable to increase the current command value to a value corresponding to the engagement command.

  In addition, when an abnormality occurs in any one of the power connection / disconnection device and the one-way clutch, the travel control unit engages one of the power connection / disconnection device and the one-way clutch. It is desirable to prohibit the rotation of the rotating machine capable of rotating integrally with the element.

  In the vehicle control device according to the present invention, when an abnormality occurs in any one of the power connection / disconnection device and the one-way clutch, only one of the power connection / disconnection device and the one-way clutch is engaged. Control to be in a combined state. For this reason, this control device can perform power transmission between the rotating machine and the power transmission shaft on the drive wheel, regardless of the location or content of the abnormality. By driving or regeneratively driving, retreat travel is possible, and the cruising distance of the retreat travel can be extended. In addition, the vehicle control device according to the present invention performs a regenerative drive prohibition command to the rotating machine when the power connection / disconnection device cannot be engaged, and power-drives the rotating machine to engage the one-way clutch. . For this reason, since this control device can transmit power between the rotating machine and the power transmission shaft on the drive wheel side, it is possible to retreat according to the abnormal location and the content of the abnormality. In addition, when the power connection / disconnection device cannot be released, the vehicle control device according to the present invention performs control for holding the power connection / disconnection device in the engaged state with respect to the power connection / disconnection device. For this reason, even if the abnormality of the power connection / disconnection device is canceled unexpectedly, the control device can continue the retreat travel while suppressing a sudden output fluctuation.

FIG. 1 is a diagram showing an example of a hybrid system to which a vehicle control apparatus according to the present invention is applied. FIG. 2 is a diagram illustrating an example of a specific configuration of the hybrid system according to the embodiment. FIG. 3 is a flowchart for explaining abnormality determination and retreat travel. FIG. 4 is a diagram illustrating an example of a specific configuration of the hybrid system according to the first modification. FIG. 5 is a diagram showing another example of a hybrid system to which the vehicle control device according to the present invention is applied. FIG. 6 is a diagram illustrating an example of a specific configuration of the hybrid system of the second modification. FIG. 7 is a diagram illustrating another example of a specific configuration of the hybrid system of the second modification.

  Embodiments of a vehicle control apparatus according to the present invention will be described below in detail with reference to the drawings. A vehicle to which this control device is applied includes at least one rotating machine as a power source. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle control apparatus according to the present invention will be described with reference to FIGS.

  The vehicle mentioned as an example in the present embodiment is a hybrid vehicle including an engine ENG, a first rotating machine MG1, and a second rotating machine MG2 as power sources. Reference numeral 1 in FIG. 1 indicates a control device for this hybrid vehicle. Moreover, the code | symbol 2-1 of FIG.1 and FIG.2 shows the hybrid system mounted in this hybrid vehicle.

  The control device 1 according to the present embodiment performs operations of an electronic control device (hereinafter referred to as “ENGECU”) 1a as an engine control unit that controls the operation of the engine ENG, and the operations of the first rotating machine MG1 and the second rotating machine MG2. An electronic control device as an integrated control unit that performs overall control of an electronic control device (hereinafter referred to as “MGECU”) 1b as a rotating machine control unit to be controlled, and ENGECU 1a and MGECU 1b, and performs integrated control of the hybrid system 2-1. (Hereinafter referred to as “HVECU”) 1c.

  The engine ENG is an engine such as an internal combustion engine or an external combustion engine that outputs mechanical power (output torque) from an engine rotation shaft (crankshaft) 11. The ENGECU 1a controls the output torque (hereinafter referred to as “engine torque”) Te of the engine ENG by performing, for example, electronic throttle valve opening control, ignition control by output of an ignition signal, fuel injection control, and the like.

  The first rotating machine MG1 and the second rotating machine MG2 have a function as an electric motor (motor) during power running drive and a function as a generator (generator) during regenerative driving (motor / generator). It is. The first and second rotating machines MG1, MG2 convert mechanical energy (rotational torque) input to the respective rotating shafts (MG1 rotating shaft 21, MG2 rotating shaft 22) into electric energy, and inverters (not shown). Can be stored in the secondary battery 25. Further, the first and second rotating machines MG1 and MG2 mechanically supply the electric energy supplied from the secondary battery 25 or the electric energy generated by the other rotating machine (second and first rotating machines MG2 and MG1). It can also be converted into energy (rotational torque) and output as mechanical power (output torque) from the respective rotation shafts (MG1 rotation shaft 21 and MG2 rotation shaft 22). For example, the MGECU 1b adjusts the current value and inverter carrier frequency supplied to the first rotating machine MG1 and the second rotating machine MG2, respectively, and refers to the rotation speed of the first rotating machine MG1 (hereinafter referred to as “MG1 rotation speed”). ) Nmg1 and output torque (hereinafter referred to as “MG1 torque”) Tmg1 and the rotational speed of the second rotating machine MG2 (hereinafter referred to as “MG2 rotational speed”) Nmg2 and output torque (hereinafter referred to as “MG2 torque”) Control Tmg2.

  The MG1 rotation speed Nmg1 is detected by the MG1 rotation speed sensor 23. The MG2 rotation speed Nmg2 is detected by the MG2 rotation speed sensor 24. The MG2 rotation speed sensor 24 detects at least one rotation speed among the MG2 rotation shaft 22, a first engagement element 61 of a dog clutch 60 described later, and a first engagement element 71 of the one-way clutch 70. The MG1 rotation speed sensor 23 and the MG2 rotation speed sensor 24 are, for example, a resolver and are connected to the MGECU 1b. In the present embodiment, the MG2 rotation speed Nmg2 detected by the MG2 rotation speed sensor 24 is referred to as a detected value Nmg2s of the MG2 rotation speed.

  In the hybrid system 2-1, as shown in FIG. 2, the engine rotation shaft 11 and the MG1 rotation shaft 21 are arranged concentrically, and the MG2 rotation shaft 22 is arranged in parallel with a space therebetween. It is a multi-shaft type. The hybrid system 2-1 is configured to enable power transmission between the respective power sources and also to allow power transmission between the respective power sources and the drive wheels W. For this reason, the hybrid system 2-1 is provided with a power split mechanism 30 to which the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 are respectively connected.

  The power split mechanism 30 includes a plurality of rotating elements capable of differential rotation, and a differential in which the engine rotating shaft 11, the MG1 rotating shaft 21, the MG2 rotating shaft 22, and the drive wheels W are individually connected to the rotating elements. Device. For example, as the power split mechanism 30, a planetary gear mechanism composed of a plurality of rotating elements capable of differential rotation is used. As the planetary gear mechanism, in addition to a single pinion type having a sun gear S, a ring gear R, a plurality of pinion gears P and a carrier C shown in FIG. 2, a double pinion type or a Ravigneaux type may be applied. Can do. In this example, the engine rotation shaft 11 and the carrier C are connected so as to rotate together, and the MG1 rotation shaft 21 and the sun gear S are connected so as to rotate together. The MG2 rotating shaft 22 is connected to the ring gear R through the following gear group and the like.

  An oil pump OP is connected to the engine rotation shaft 11 and the carrier C. The oil pump OP is driven by utilizing the rotation of the engine ENG, and discharges hydraulic oil responsible for lubrication and cooling of the first rotating machine MG1, the second rotating machine MG2, the power split mechanism 30, and the like.

  The ring gear R of the internal gear operates as an output portion of the engine torque Te or MG1 torque Tmg1 to the drive wheel W side. For this reason, the ring gear R is formed with an external gear as the counter drive gear 41. The counter drive gear 41 is in mesh with a counter driven gear 42 having a rotating shaft (counter shaft 51) that is arranged to be shifted in parallel. Therefore, the engine torque Te and the MG1 torque Tmg1 are transmitted to the counter driven gear 42.

  The counter driven gear 42 is fixed on the axis of the counter shaft 51. A drive pinion gear 43 is fixed on the counter shaft 51. The counter driven gear 42 and the drive pinion gear 43 can rotate together through the counter shaft 51. The drive pinion gear 43 is in mesh with the diff ring gear 45 of the differential device 44. The differential device 44 is connected to the drive wheels W via left and right axles (drive shafts) 52.

  Further, the counter driven gear 42 is in mesh with a reduction gear 46 having a rotating shaft arranged so as to be shifted in parallel. The reduction gear 46 is fixed on the axis of the reduction shaft 53. The reduction gear 46 has a smaller diameter than the counter driven gear 42, and reduces the rotation of the reduction shaft 53 and transmits it to the counter driven gear 42. That is, in the hybrid system 2-1, the counter driven gear 42 and the reduction gear 46 constitute a speed reducing portion. The MG2 rotary shaft 22 is connected to the reduction shaft 53 via a controllable power connection / disconnection device described below and a power connection / disconnection device that does not require control. Therefore, the MG2 torque Tmg2 is transmitted to the counter driven gear 42 via the reduction gear 46.

  As described above, the engine torque Te, the MG1 torque Tmg1, and the MG2 torque Tmg2 are transmitted to the counter shaft 51 to which the counter driven gear 42 is fixed. For this reason, the engine torque Te or the like is transmitted to the drive wheel W side via the counter shaft 51. That is, the counter shaft 51 operates as an output shaft of the hybrid system 2-1.

  The second rotating machine MG2 and the reduction gear 46 are arranged concentrically. A controllable power connection / disconnection device and a control unnecessary power connection / disconnection device are arranged in parallel between the second rotary machine MG2 and the reduction gear 46. That is, in this hybrid system 2-1, controllable power connection / disconnection between the second rotating machine MG 2 and the power transmission shaft (reduction shaft 53) on the drive wheel W side viewed from the second rotating machine MG 2 side. A device and a power connection / disconnection device that does not require control are arranged in parallel. The controllable power connection / disconnection device and the control-free power connection / disconnection device serve as a separation unit that separates the second rotating machine MG2 from the reduction shaft 53 in the MG2 pause mode described later in the hybrid system 2-1.

  The controllable power connecting / disconnecting device includes a hydraulically driven or electric actuator (ACT), and the actuator is controlled by the MGECU 1b to arbitrarily connect and disconnect the power transmission. For example, in this power connection / disconnection device, the engagement operation and the release operation between two engagement elements are controlled by the MGECU 1b, and the power transmission / disconnection between the engagement elements can be arbitrarily performed. An engagement device can be utilized. Specifically, a control clutch such as a meshing engagement device (dog clutch) or a friction engagement device (friction clutch) is used as a power connection / disconnection device. In this example, the dog clutch 60 is used. The illustrated dog clutch 60 includes a first engagement element 61, a second engagement element 62, and a third engagement element 63. The first engagement element 61 is connected to the MG2 rotation shaft 22 so as to rotate together. The second engaging element 62 is coupled to the reduction shaft 53 so as to rotate together. The third engagement element 63 moves to engage both the first engagement element 61 and the second engagement element 62 during the engagement operation and rotates them together, while at the time of the release operation. The first engagement element 61 and the second engagement element 62 are moved so as not to engage with each other, and transmission of torque therebetween is interrupted. The MGECU 1b engages or releases the dog clutch 60 by controlling the actuator 65 shown in FIG. The dog clutch 60 includes a first engagement element 61, a second engagement element 62, and an actuator 65, and the actuator 65 moves the first engagement element 61 or the second engagement element 62 toward the other. Thus, the actuator 65 may be released by releasing the first engagement element 61 or the second engagement element 62 from the other.

  The power connection / disconnection device that does not require control is capable of connecting / disconnecting power transmission without the control by the MGECU 1b. For example, as this power connection / disconnection device, an engagement device (for example, a controlless clutch) in which an engagement operation or a release operation between two engagement elements is performed in accordance with the operation of a member connected to at least one engagement element. ) Can be used. Specifically, a one-way clutch (OWC) 70 that transmits power only in one direction is used. The one-way clutch 70 includes a first engagement element 71 coupled so as to rotate together with the MG2 rotation shaft 22 and a second engagement element 72 coupled so as to rotate together with the reduction shaft 53. And comprising.

  The one-way clutch 70 raises the rotation of the second rotating machine MG2 in the forward direction, and only when the first engagement element 71 rises in the forward direction accordingly, the first engagement element 71. Is engaged with the second engagement element 72 to enable power transmission therebetween. For example, in the one-way clutch 70, the MG2 rotation shaft 22 and the reduction shaft 53 rotate in the same direction when traveling forward, and the actual MG2 rotation speed (actual rotation speed of the MG2 rotation shaft 22) is the rotation of the reduction shaft 53. When the reduction shaft 53 is rotating with the actual MG2 rotational speed being 0 during forward traveling, the first engagement element 71 and the second engagement element 72 are idling. And become released. The one-way clutch 70 increases the actual MG2 rotational speed in the same rotational direction as the reduction shaft 53 in this released state, and synchronizes the actual MG2 rotational speed with the rotational speed of the reduction shaft 53, thereby The engagement element 71 engages with the second engagement element 72. Further, the one-way clutch 70 reduces the actual MG2 rotational speed in the same rotational direction as that of the reduction shaft 53 during forward traveling while the vehicle is stopped (when the actual MG2 rotational speed and the rotational speed of the reduction shaft 53 are 0). By raising, the first engagement element 71 engages with the second engagement element 72. In addition, the one-way clutch 70 is released when the rotation direction of the second rotating machine MG2 is reversed with respect to the forward travel (during reverse travel).

  When the dog clutch 60 is engaged, the one-way clutch 70 will be engaged, but torque transmission between the MG2 rotary shaft 22 and the reduction shaft 53 is possible. For this reason, when the MG2 rotation shaft 22 is rotated in the same rotation direction as the reduction shaft 53 during forward travel, the hybrid vehicle can be advanced by the MG2 torque Tmg2. Further, when the MG2 rotation shaft 22 is reversed with respect to the state, the hybrid vehicle can be moved backward by the MG2 torque Tmg2.

  In this hybrid system 2-1, an electric vehicle (EV) travel mode and a hybrid (HV) travel mode are set as travel modes, and the hybrid vehicle can travel in any one of the travel modes.

  The EV travel mode is a mode in which travel is performed using only the MG2 torque Tmg2. In the EV travel mode, the engine ENG can be stopped to improve fuel consumption.

  The travel control unit of the HVECU 1c considers whether to stop the engine ENG, and based on the required drive torque generated on the drive wheels W, the vehicle speed, etc., the command value of the engine torque Te, the command value of the MG1 torque Tmg1, and the MG2 A command value for the torque Tmg2 is calculated, and a command value for the engine speed Ne, a command value for the MG1 speed Nmg1, and a command value for the MG2 speed Nmg2 are calculated. Then, the travel control unit transmits the command values of the engine torque Te and the engine speed Ne to the ENGECU 1a to control the engine ENG. Further, the travel control unit transmits the command values of the MG1 torque Tmg1 and the MG1 rotation speed Nmg1 and the command values of the MG2 torque Tmg2 and the MG2 rotation speed Nmg2 to the MGECU 1b, and the first rotation machine MG1 and the second rotation machine MG1. The rotating machine MG2 is controlled. At that time, the MGECU 1b engages the dog clutch 60 in the normal EV travel mode (an EV travel mode other than during retreat travel described later).

  The HV traveling mode is a mode for traveling using the engine torque Te, a combined mode for traveling using the MG2 torque Tmg2 in addition to the engine torque Te, an engine direct mode for traveling using only the engine torque Te, Is provided.

  In this exemplary combined mode, the first rotating machine MG1 is responsible for the reaction force of the engine torque Te. In this combined mode, the first rotary machine MG1 may be regeneratively driven. When the combined control mode is selected, the travel control unit considers whether the first rotary machine MG1 is to be regeneratively driven, and based on the required drive torque generated on the drive wheels W, the vehicle speed, and the like, the engine ENG and the first rotation The command values for the machine MG1 and the second rotary machine MG2 are calculated. Then, the travel control unit transmits each command value to ENGECU1a and MGECU1b to control engine ENG, first rotating machine MG1, and second rotating machine MG2. At that time, the MGECU 1b causes the second rotating machine MG2 to be driven by power and engages the dog clutch 60 in the normal combined mode (combined mode other than during retreat travel described later). In addition, the traveling control unit can also drive the second rotating machine MG2 to regenerate when decelerating in the combined mode.

  In the engine direct delivery mode, the engine torque Te is mechanically transmitted to the countershaft 51 (that is, the drive wheel W) without passing through the electric path. In the engine direct delivery mode, the dog clutch 60 is released and the one-way clutch 70 is released, so that the second rotating machine MG2 is disconnected from the reduction shaft 53 and stopped. Such a pause mode of the second rotating machine MG2 (hereinafter referred to as “MG2 pause mode”) can eliminate drag loss of the second rotating machine MG2 when traveling in the engine direct delivery mode. For this reason, this MG2 rest mode contributes to an improvement in fuel consumption. When the engine direct delivery mode is selected, the traveling control unit calculates command values for the engine ENG, the first rotating machine MG1, and the second rotating machine MG2, and transmits them to the ENGECU 1a and the MGE ECU 1b to transmit the engine ENG and the first engine. The first rotating machine MG1 and the second rotating machine MG2 are controlled. At this time, the MGECU 1b releases the dog clutch 60 and stops the second rotating machine MG2.

  By the way, this hybrid system 2-1 is provided with an abnormality determination mode (diagnostic mode) for determining an abnormality of the system. The abnormality determination by the abnormality determination mode is performed by the abnormality determination unit of the HVECU 1c. In this example, it is determined whether or not the dog clutch 60 is open-failed, whether or not the dog clutch 60 is lock-failed, and whether or not the one-way clutch 70 is open-failed. And a determination as to whether or not the one-way clutch 70 is in a lock failure state. Then, when an abnormality occurs in any one of the dog clutch 60 and the one-way clutch 70, the traveling control unit causes only one of the dog clutch 60 and the one-way clutch 70 to be engaged. To control. The control executed so as to be in the engaged state is based on various commands corresponding to an abnormal state described later.

  The open failure of the dog clutch 60 refers to a state where the first engagement element 61 and the second engagement element 62 in the dog clutch 60 cannot be engaged in the released state. For example, here, the third engagement element 63 is stuck to one of the first engagement element 61 and the second engagement element 62 and cannot move, or the third engagement element 63 is caused by an abnormality of the actuator 65. For example, the combined element 63 cannot move. Further, in the case of the configuration illustrated above in which the dog clutch 60 does not have the third engagement element 63, the first engagement element 61 or the second engagement element 62 is moved toward the other due to an abnormality of the actuator 65. This includes a state where it cannot be moved, a state where the first engagement element 61 or the second engagement element 62 moved by the actuator 65 is fixed to another component, and cannot move.

  The lock failure of the dog clutch 60 refers to a state in which the first engagement element 61 and the second engagement element 62 in the dog clutch 60 cannot be separated while being engaged. For example, here, the third engagement element 63 is fixed to both the first engagement element 61 and the second engagement element 62 and cannot move, or the third state remains in the engaged state due to an abnormality of the actuator 65. A state where the engagement element 63 cannot move is applicable. In the case of the configuration exemplified above in which the dog clutch 60 does not have the third engagement element 63, the other of the first engagement element 61 or the second engagement element 62 that is engaged due to an abnormality of the actuator 65. For example, the first engagement element 61 and the second engagement element 62 are fixed to each other and cannot be separated from each other.

  The open failure of the one-way clutch 70 refers to a state where the first engagement element 71 and the second engagement element 72 cannot be engaged in the released state in the one-way clutch 70. For example, here, the engaging portions of the first engaging element 71 and the second engaging element 72 are worn, and the first engaging element 71 and the second engaging element 72 cannot be engaged and rotate freely. This is the case.

  The lock failure of the one-way clutch 70 refers to a state in which the first engagement element 71 and the second engagement element 72 cannot be separated from each other in the one-way clutch 70. For example, here, a state where the first engagement element 71 and the second engagement element 72 are fixed to each other and cannot be separated is applicable.

  For example, during forward travel in the engine direct delivery mode, the dog clutch 60 and the one-way clutch 70 are both released, and the second rotary machine MG2 is at rest, so the detected value Nmg2s of the MG2 rotational speed is zero. Show. For this reason, if the detected value Nmg2s of the MG2 rotational speed is not 0 in spite of instructing the forward traveling in the engine direct delivery mode, the dog clutch 60 or the one-way clutch 70 becomes a lock failure. There is a possibility. Further, during reverse travel in the EV travel mode, the dog clutch 60 is engaged, and the rotation direction of the second rotary machine MG2 is reversed with respect to forward travel. For this reason, when the dog clutch 60 is in an open-fail state in spite of instructing the reverse travel in the EV travel mode, the one-way clutch 70 is released, so that the vehicle remains stopped. Become. That is, there is a possibility that the dog clutch 60 is in an open fail state when the vehicle is stopped despite instructing the reverse travel in the EV travel mode.

  For example, as shown in the flowchart of FIG. 3, the abnormality determination unit determines that an abnormality has occurred in the dog clutch 60 or the one-way clutch 70 when such an event is detected (step ST1). Therefore, when this determination is made, the abnormality determination unit determines whether the abnormality occurs in the dog clutch 60 or the one-way clutch 70 and whether the abnormality is an open failure or a lock failure. Identify.

  For example, this hybrid system 2-1 is provided with a first state detection device that can detect the state of the dog clutch 60. As the first state detection device, for example, a position sensor 81 capable of detecting the position of the third engagement element 63 can be used.

  When the abnormality determination unit issues an engagement command to the dog clutch 60, the third engagement element 63 exists at a position corresponding to the engagement command, and the dog clutch 60 is released from the release command. When the third engagement element 63 is present at the position corresponding to the release command during the operation, it is determined that the dog clutch 60 is normal. Further, when the engagement determination command is issued to the dog clutch 60, the abnormality determination unit does not have the third engagement element 63 at a position corresponding to the engagement command, and the third engagement element If 63 is present at the position corresponding to the release command, it is determined that the dog clutch 60 is open-failed. On the other hand, when the abnormality determination unit issues a release command to the dog clutch 60, the third engagement element 63 does not exist at a position corresponding to the release command, and the third engagement element 63 is When it exists in the position according to an engagement command, it determines with the dog clutch 60 having become a lock failure.

  Further, in the case of the configuration exemplified above in which the dog clutch 60 does not have the third engagement element 63, a position sensor (not shown) that can detect the position of the first engagement element 61 or the second engagement element 62. ) Can be used as the first state detection device. The position sensor detects the movable position of the first engagement element 61 and the second engagement element 62. Here, for example, the position of the second engagement element 62 is detected. In this case, when the engagement command is issued to the dog clutch 60, the abnormality determination unit has the second engagement element 62 at a position corresponding to the engagement command, and the dog clutch 60 When the second engagement element 62 is present at the position corresponding to the release command when the release command is issued, it is determined that the dog clutch 60 is normal. Further, when the engagement determination command is issued to the dog clutch 60, the abnormality determination unit does not have the second engagement element 62 at a position corresponding to the engagement command, and the second engagement element If 62 is present at the position corresponding to the release command, it is determined that the dog clutch 60 is open-failed. On the other hand, when the abnormality determination unit issues a release command to the dog clutch 60, the second engagement element 62 does not exist at a position corresponding to the release command, and the second engagement element 62 is When it exists in the position according to an engagement command, it determines with the dog clutch 60 having become a lock failure.

  For example, the hybrid system 2-1 is provided with a second state detection device that can detect the state of the one-way clutch 70. As the second state detection device, for example, a position sensor 82 that can detect the position of the first engagement element 71 or the second engagement element 72 can be used. The position sensor 82 detects the movable position of the first engagement element 71 and the second engagement element 72. Here, for example, the position of the second engagement element 72 is detected. In this case, for example, the abnormality determination unit is present at a position where the second engagement element 72 is in an engaged state during the HV traveling in the above-described combined mode, and the second during the traveling in the MG2 pause mode. When the engagement element 72 is present at a position where the engagement element 72 is in the released state, it is determined that the one-way clutch 70 is normal. In addition, the abnormality determination unit does not exist at the position where the second engagement element 72 is in the engaged state during HV traveling in the combined mode, and exists at the position where the second engagement element 72 is in the released state. If it is, it is determined that the one-way clutch 70 is open-failed. On the other hand, the abnormality determination unit does not exist at the position where the second engagement element 72 is in the released state during traveling in the MG2 pause mode, and exists at the position where the second engagement element 72 is in the engaged state. If it is, it is determined that the one-way clutch 70 is in a lock failure.

  When the determination of step ST1 is performed, the illustrated abnormality determination unit uses the detection results of the position sensors 81 and 82 to determine whether the abnormality is the dog clutch 60 or the one-way clutch 70. Determination is made (step ST2).

  If the abnormality determining unit determines that the abnormal part is the one-way clutch 70, the abnormality determining unit determines that an open failure or lock failure abnormality has occurred in the one-way clutch 70 (step ST3). For this reason, this abnormality determination part determines the content of the abnormality of this one-way clutch 70 using the detection result of said position sensor 82 (step ST4).

  If the abnormality determination unit determines that the abnormality content of the one-way clutch 70 is an open failure, the abnormality determination unit specifies that the one-way clutch 70 is an open failure (step ST5). On the other hand, when the abnormality determination unit determines that the abnormality content of the one-way clutch 70 is a lock failure, the abnormality determination unit specifies that the one-way clutch 70 is in a lock failure (step ST6).

  On the other hand, when it is determined in step ST2 that the abnormal portion is the dog clutch 60, the abnormality determination unit determines that an open failure or lock failure abnormality has occurred in the dog clutch 60 (step ST7). For this reason, this abnormality determination part determines the content of abnormality of this dog clutch 60 using the detection result of said position sensor 81 (step ST8).

  If the abnormality determination unit determines that the abnormality content of the dog clutch 60 is an open failure, the abnormality determination unit specifies that the dog clutch 60 is an open failure (step ST9). On the other hand, when the abnormality determination unit determines that the abnormality content of the dog clutch 60 is a lock failure, the abnormality determination unit specifies that the dog clutch 60 is in a lock failure (step ST10).

  After the abnormality determination unit specifies the abnormality location and the abnormality content as described above, the abnormality determination unit passes the calculation process to the traveling control unit to perform the retreat traveling.

  If the one-way clutch 70 has an open failure abnormality, the MG2 torque Tmg2 cannot be transmitted to the drive wheels W unless the dog clutch 60 is engaged, and the vehicle must continue to travel in the engine direct delivery mode. For this reason, in this case, since the cruising distance is shortened, there is a possibility that a destination such as a home or a repair shop cannot be reached without refueling as appropriate. In this case, if the retreat travel is performed in the EV travel mode, power may continue to be supplied from the secondary battery 25 to the second rotating machine MG2, and the destination may not be reached.

  Therefore, the traveling control unit in this case performs control such that power can be transmitted between the MG2 rotating shaft 22 and the power transmission shaft (reduction shaft 53), and performs retreat traveling with a long cruising distance. Specifically, the travel control unit uses the constant engagement command for the dog clutch 60, the prohibition command for the MG2 pause mode, and the composite mode described above so that the retreat travel can be performed in the HV travel mode using the MG2 torque Tmg2. HV traveling command is performed (step ST11). That is, the travel control unit causes the retreat travel to be performed in the HV travel in the combined mode.

  The constant engagement command for the dog clutch 60 is a command for holding the dog clutch 60 in the engaged state. For this reason, during this retreat travel, the release command for the dog clutch 60 is prohibited, and the second rotary machine MG2 is always connected to the drive wheel W side.

  Thus, when there is an open-failure abnormality in the one-way clutch 70, the retreat travel is performed in the HV travel in the combined mode. For example, during this evacuation travel, the cruising distance can be extended by generating power with the first rotating machine MG1 and driving the second rotating machine MG2 with the electric power. Further, during the evacuation traveling, when the SOC of the secondary battery 25 is in a chargeable state, the second rotating machine MG2 is driven to regenerate during deceleration, and the electric power generated by the second rotating machine MG2 is supplied to the secondary battery 25. The cruising range can be extended by charging.

  In addition, when the SOC of the secondary battery 25 indicates an unchargeable state due to full charge or the like during the evacuation traveling, the traveling control unit switches from the HV traveling to the EV traveling mode, and the SOC can be charged. You may return to HV traveling in the combined mode after entering the state. Thereby, this hybrid system 2-1 can further extend the cruising distance of the retreat travel.

  In addition, the travel control unit does not necessarily have to issue a prohibition command for the MG2 pause mode. When the one-way clutch 70 has an open-failure abnormality, the dog clutch 60 is engaged. Therefore, by performing a constant engagement command for the dog clutch 60, the prohibition command is not issued even if the MG2 pause mode prohibition command is not performed. This is because the same effect as when performing the above can be obtained.

  When the one-way clutch 70 has a lock failure abnormality, the second rotary machine MG2 cannot be stopped, so that it cannot travel in the engine direct delivery mode. Further, in this case, power transmission between the MG2 rotation shaft 22 and the power transmission shaft (reduction shaft 53) is possible regardless of the state of the dog clutch 60. For this reason, the retreat travel in the EV travel mode can be considered, but the retreat travel in the EV travel mode has a short cruising distance and may not reach the destination.

  Therefore, the traveling control unit in this case is already in a state where power can be transmitted between the MG2 rotating shaft 22 and the power transmission shaft (reduction shaft 53), and therefore, the retreating in HV traveling using the MG2 torque Tmg2 is performed. The evacuation travel is performed in the HV travel in the combined mode so that the travel can be performed. Specifically, this travel control unit issues an engagement prohibition command for dog clutch 60, an MG2 pause mode prohibition command, and an HV travel command in the combined mode (step ST12).

  The engagement prohibition command for the dog clutch 60 is a command for keeping the dog clutch 60 in a released state. For this reason, during this evacuation travel, the engagement command for the dog clutch 60 is prohibited, but since the one-way clutch 70 is in a lock failure, the second rotating machine MG2 is connected to the drive wheel W side.

  Thus, when there is an abnormality in the lock failure in the one-way clutch 70, the retreat travel is performed in the HV travel in the combined mode. For this reason, also in this case, during the evacuation travel, the cruising distance can be extended as in the case where the one-way clutch 70 has an open-failure abnormality. In addition, during this retreat travel, the disengagement command for the dog clutch 60 can suppress the consumption of hydraulic pressure and electric power required to engage the dog clutch 60, so that the cruising distance can be extended from this point.

  If the SOC of the secondary battery 25 indicates an unchargeable state during the evacuation travel, the travel control unit switches from the HV travel to the EV travel mode, and the SOC becomes rechargeable. You may return to HV driving by combined mode. Thereby, this hybrid system 2-1 can further extend the cruising distance of the retreat travel.

  In addition, the travel control unit does not necessarily have to issue a prohibition command for the MG2 pause mode. If the one-way clutch 70 has a lock failure abnormality, the power transmission can be performed between the MG2 rotary shaft 22 and the power transmission shaft (reduction shaft 53). This is because the same effect has already been obtained without performing the above.

  When there is an open-failure abnormality in the dog clutch 60, the second rotating machine MG2 is connected to the drive wheel W side only when the one-way clutch 70 is engaged. As described above, the one-way clutch 70 is engaged only when the first engagement element 71 on the second rotating machine MG2 side moves up in the forward direction. For example, the one-way clutch 70 is stopped when the rotation of the MG2 rotating shaft 22 is synchronized with the rotation of the power transmission shaft (reduction shaft 53) in the EV traveling mode during forward traveling or in the combined mode during forward traveling. It is engaged when the rotation of the MG2 rotation shaft 22 is raised in the forward direction. On the other hand, in the engine direct delivery mode, the second rotating machine MG2 is stopped, so that the one-way clutch 70 is released. As described above, the cruising distance is short in the engine direct delivery mode and the EV traveling mode.

  Therefore, in this case as well, the travel control unit performs control so that power can be transmitted between the MG2 rotary shaft 22 and the power transmission shaft (reduction shaft 53), and performs retreat travel with a long cruising distance. Specifically, the travel control unit includes an MG2 pause mode prohibition command and a combined mode so that retreat travel can be performed in HV travel (excluding when the second rotary machine MG2 is regeneratively driven) using MG2 torque Tmg2. The HV traveling command is performed, a discharge prohibition command (MG1 discharge prohibition command) for the first rotating machine MG1, and a power generation prohibition command (MG2 power generation prohibition command) for the second rotating machine MG2 (step ST13).

  When the dog clutch 60 is in an open-fail state, even if the second rotary machine MG2 is to be regeneratively driven, the one-way clutch 70 is not engaged, so that the second rotary machine MG2 cannot generate power. For this reason, in this hybrid system 2-1, it is not possible to travel in the power circulation state associated with the discharge by the first rotating machine MG1 and the power generation by the second rotating machine MG2. Accordingly, here, a discharge inhibition command (powering drive inhibition command) is issued to the first rotating machine MG1, and a power generation inhibition command (regeneration drive inhibition command) is issued to the second rotating machine MG2, so that the first rotating machine MG1 is controlled. In addition to the regenerative drive, the second rotating machine MG2 is driven by power running and is driven using the MG2 torque Tmg2 at the time of power running drive. That is, in this case, the travel control unit drives the second rotating machine MG2 to power running so that the one-way clutch 70 is engaged, and travels using the MG2 torque Tmg2 at that time.

  However, the discharge prohibition command is executed except when the engine is started. That is, the travel control unit prohibits the power running drive of the first rotating machine MG1 other than when the engine is started. This is because when the engine is started, the first rotating machine MG1 is driven to power and the rotation of the engine ENG is lifted by the rotation of the first rotating machine MG1.

  Thus, when the dog clutch 60 has an open-failure abnormality, the retreat travel is performed in the HV travel in the combined mode. However, during this evacuation travel, the cruising distance is extended by generating power with the first rotating machine MG1 and driving the second rotating machine MG2 with the electric power. Further, during this evacuation travel, since a power generation prohibition command is issued to the second rotating machine MG2, a sudden output fluctuation accompanying the execution of the regenerative driving of the second rotating machine MG2 can be suppressed.

  If the SOC of the secondary battery 25 indicates an unchargeable state during the evacuation travel, the travel control unit switches from the HV travel to the EV travel mode, and the SOC becomes rechargeable. You may return to HV driving by combined mode. Thereby, this hybrid system 2-1 can further extend the cruising distance of the retreat travel.

  In addition, the travel control unit does not necessarily have to issue a prohibition command for the MG2 pause mode. When the dog clutch 60 has an open failure abnormality, the one-way clutch 70 can be engaged by the HV travel command in the combined mode and the power generation prohibition command for the second rotary machine MG2, so the prohibition command for the MG2 pause mode This is because the same effect as when the prohibition command is issued can be obtained without performing the operation.

  When the dog clutch 60 has an abnormality in the lock failure, the second rotary machine MG2 cannot be stopped, so that it cannot travel in the engine direct delivery mode. Further, in this case, power transmission between the MG2 rotation shaft 22 and the power transmission shaft (reduction shaft 53) is possible regardless of the state of the one-way clutch 70. For this reason, the retreat travel in the EV travel mode can be considered, but the retreat travel in the EV travel mode has a short cruising distance and may not reach the destination.

  Therefore, the traveling control unit in this case is already in a state where power can be transmitted between the MG2 rotary shaft 22 and the power transmission shaft (reduction shaft 53), so that the retreat traveling is performed in the HV traveling in the combined mode. . Specifically, the travel control unit performs a MG2 pause mode prohibition command, a combined mode HV travel command, and a dog clutch 60 state change prohibition command so that HV2 retreat travel using MG2 torque Tmg2 can be performed. (Step ST14).

  The state change prohibition command of the dog clutch 60 is a command for holding the dog clutch 60 in the lock failure state in the engaged state. For example, when the cause of the lock failure of the dog clutch 60 is a foreign object biting, the foreign object may come off due to vibration during traveling or the like, and the lock failure may be released unexpectedly. For this reason, here, the state change prohibition command is issued, and the dog clutch 60 is held in the engaged state, thereby suppressing the sudden output fluctuation accompanying the release of the lock failure. Specifically, this state change prohibition command does not decrease the current command value as it is when the current command value for the dog clutch 60 when determined to be a lock failure corresponds to the engagement command. Is to be held. Further, this state change prohibition command increases the current command value to a value corresponding to the engagement command when the current command value for the dog clutch 60 when determined to be a lock failure corresponds to the release command. It is. Therefore, the dog clutch 60 is maintained in the engaged state even when the lock failure is released.

  Thus, when the dog clutch 60 has a lock failure abnormality, the retreat travel is performed in the HV travel in the combined mode. For this reason, also in this case, during the evacuation traveling, the cruising distance can be extended as in the case where the one-way clutch 70 has an abnormality in the open failure or the lock failure. In this case, even if the lock failure of the dog clutch 60 is canceled unexpectedly, the retreat travel can be continued while suppressing a sudden output fluctuation.

  If the SOC of the secondary battery 25 indicates an unchargeable state during the evacuation travel, the travel control unit switches from the HV travel to the EV travel mode, and the SOC becomes rechargeable. You may return to HV driving by combined mode. Thereby, this hybrid system 2-1 can further extend the cruising distance of the retreat travel.

  In addition, the travel control unit does not necessarily have to issue a prohibition command for the MG2 pause mode. If the dog clutch 60 has an abnormality in the lock failure, the MG2 suspension mode is instructed because the power transmission is already possible between the MG2 rotating shaft 22 and the power transmission shaft (reduction shaft 53). This is because at least the same effect has already been obtained.

  After giving these commands related to evacuation control, it is desirable that the notification unit be notified of the abnormal location, the content of the abnormality, and the content of the evacuation travel. For example, the notification unit notifies the driver of the notification content by displaying the notification content on a monitor (not shown) in the passenger compartment or outputting the notification content or a warning sound from a speaker (not shown). The notification content at that time may include information that prompts the vehicle to be brought to the repair shop. Further, the notifying unit records the abnormal part, the abnormal content, and the content of the evacuation travel in a storage unit or the like of the diagnostic device (HVECU 1c), and uses it for the inspection when the vehicle is brought into the repair shop.

  As described above, when the abnormality occurs in one of the dog clutch 60 and the one-way clutch 70, the vehicle control apparatus of the present embodiment identifies the abnormality portion and the abnormality content, and identifies this as a driver or the like. Can be notified. In this case, the control device for the vehicle controls the dog clutch 60 and the one-way clutch 70 to remain engaged, and what is the abnormal part and the abnormal content. Even so, the power can be transmitted between the second rotating machine MG2 and the power transmission shaft on the drive wheel W side, thereby enabling retreat travel. And since the control apparatus of this vehicle can perform the retreat | running according to the abnormal location and the abnormal content as mentioned above, the cruising distance can be extended.

[Modification 1]
The abnormality determination and evacuation control in the vehicle control apparatus of the above-described embodiment can be applied to hybrid systems having other configurations. And also in the hybrid system of this modification, the effect similar to the Example can be acquired.

  As shown in FIG. 4, the hybrid system 2-2 of this modification is a single-shaft type in which the engine rotation shaft 111, the MG1 rotation shaft 121, and the MG2 rotation shaft 122 are arranged concentrically. In this hybrid system 2-2, the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 are arranged in this order.

  The hybrid system 2-2 enables power transmission between the power sources (the engine ENG, the first rotating machine MG1, and the second rotating machine MG2), and between each power source and the drive wheel W. The power split mechanism 130 to which each power source is individually connected is provided so that the power can be transmitted.

  The power split mechanism 130 is disposed between the first rotating machine MG1 and the second rotating machine MG2. The power split mechanism 130 includes a plurality of rotating elements capable of differential rotation, and a differential element in which an engine rotating shaft 111, an MG1 rotating shaft 121, an MG2 rotating shaft 122, and a driving wheel W are individually connected to the rotating elements. Device. The power split mechanism 130 is configured by a combination of two planetary gear mechanisms. As the planetary gear mechanism, a single pinion type, a double pinion type, a Ravigneaux type or the like can be considered. In the illustrated power split mechanism 130, a single pinion type first planetary gear mechanism 131 and a single pinion type second planetary gear mechanism 132 are arranged concentrically.

  In the first planetary gear mechanism 131, a carrier C1 that holds a plurality of pinion gears P1 is coupled so as to rotate integrally with the engine rotation shaft 111. In addition to the engine rotation shaft 111, an oil pump OP is connected to the carrier shaft 135. Further, the sun gear S1 of the first planetary gear mechanism 131 is coupled so as to be able to rotate integrally with the MG1 rotating shaft 121.

  On the other hand, in the second planetary gear mechanism 132, the carrier C2 holding the plurality of pinion gears P2 is fixed to a housing (not shown) or the like in a non-rotatable state. The MG2 rotating shaft 122 is connected to the sun gear S2 of the second planetary gear mechanism 132. A controllable power connection / disconnection device and a controlless power connection / disconnection device are arranged in parallel between the sun gear S2 and the second rotating machine MG2. That is, in this hybrid system 2-2, controllable power connection / disconnection between the second rotating machine MG2 and the power transmission shaft (sun gear shaft 136) on the drive wheel W side viewed from the second rotating machine MG2 side. A device and a power connection / disconnection device that does not require control are arranged in parallel. The controllable power connection / disconnection device and the control-free power connection / disconnection device serve as a separation part that separates the second rotating machine MG2 from the sun gear shaft 136 in the hybrid system 2-2 in the MG2 suspension mode.

  The controllable power connection / disconnection device and the control-free power connection / disconnection device are the same as those of the hybrid system 2-1 of the above-described embodiment. In this example, too, each meshing engagement device (dog clutch 160). And the one-way clutch 170 are used. This exemplary dog clutch 160 includes a first engagement element 161 that rotates integrally with the MG2 rotation shaft 122, a second engagement element 162 that rotates together with the sun gear shaft 136, and an actuator (not shown). A third engagement element 163 that is actuated. The third engagement element 163 is the same as the third engagement element 63 exemplified above in the embodiment, and is responsible for the engagement operation and the release operation of the dog clutch 160. As described in the embodiment, the dog clutch 160 may include a first engagement element 161, a second engagement element 162, and an actuator. The one-way clutch 170 includes a first engagement element 171 that rotates together with the MG2 rotation shaft 122 and a second engagement element 172 that rotates together with the sun gear shaft 136.

  The first planetary gear mechanism 131 and the second planetary gear mechanism 132 are connected to each other by the ring gears R1 and R2. The ring gears R1 and R2 rotate together. The ring gears R1 and R2 are connected to a counter drive gear 141 disposed concentrically so as to rotate together.

  The counter drive gear 141 is in mesh with a counter driven gear 142 having a rotating shaft (counter shaft 151) that is arranged to be shifted in parallel. A drive pinion gear 143 is fixed on the counter shaft 151. The drive pinion gear 143 is in mesh with the differential ring gear 145 of the differential device 144. The differential device 144 is connected to the drive wheels W via left and right axles (drive shafts) 152.

  As with the hybrid system 2-1 of the embodiment described above, this hybrid system 2-2 can travel in the EV travel mode in which the vehicle travels using only the MG2 torque Tmg2, and the engine torque Te and the MG2 torque Tmg2. A combined mode (HV traveling mode) and an engine direct delivery mode (HV traveling mode) in which engine torque Te is mechanically transmitted to the countershaft 151 (that is, the drive wheels W) without passing through an electric path are provided. The traveling control unit causes the ENGECU 1a and the MGECU 1b to control the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 in the same manner as in the hybrid system 2-1, regardless of whether the traveling is normal or retracted. .

[Modification 2]
The abnormality determination and the evacuation control in the vehicle control apparatus of the above-described embodiment can be applied to a so-called series / parallel switching type hybrid system. And also in the hybrid system of this modification, the effect similar to the Example etc. can be acquired.

  The code | symbol 201 of FIG. 5 shows the control apparatus of this hybrid vehicle. Reference numerals 2-3 in FIGS. 5 and 6 show an example of the series / parallel switching type hybrid system. Reference numeral 2-4 in FIG. 7 shows another example of the hybrid system of the series / parallel switching type.

  The hybrid systems 2-3 and 2-4 each include an engine ENG, a first rotating machine MG1, a second rotating machine MG2, an ENGECU 201a, an MGECU 201b, and an HVECU 201c. Unless otherwise specified, these configurations are the engine ENG, the first rotating machine MG1, the second rotating machine MG2, the ENGECU 1a, the MGECU 1b, and the HVECU 1c of the hybrid systems 2-1, 2-2 of the above-described embodiments. Is the same.

  The hybrid system 2-3 shown in FIGS. 5 and 6 is the same multi-shaft type as the hybrid system 2-1 of the embodiment.

  The hybrid system 2-3 is obtained by replacing the power split mechanism 30 with a friction clutch 231 and a speed reduction unit 235 described below in the hybrid system 2-1. For this reason, this hybrid system 2-3 includes a counter drive gear 241, a counter driven gear 242, a drive pinion gear 243, a differential gear 244, a differential gear 245, a reduction gear 246, a counter shaft 251, equivalent to the hybrid system 2-1. It has left and right axles (drive shafts) 252 and a reduction shaft 253. In the hybrid system 2-3, the counter driven gear 242 and the reduction gear 246 constitute a speed reducing portion for the second rotating machine MG2.

  Furthermore, this hybrid system 2-3 has a controllable power connection / disconnection device equivalent to the hybrid system 2-1, and a power connection / disconnection device that does not require control. Therefore, the controllable power connection / disconnection device and the control unnecessary power connection / disconnection device are the power transmission on the second rotating machine MG2 (MG2 rotating shaft 222) and the driving wheel W side viewed from the second rotating machine MG2 side. It arrange | positions in parallel between the axis | shafts (reduction axis | shaft 253). In this hybrid system 2-3, a dog clutch 260 is provided as a controllable power connection / disconnection device, and a one-way clutch 270 is provided as a power connection / disconnection device that does not require control.

  The dog clutch 260 is the same as the dog clutch 60 of the hybrid system 2-1. Therefore, the dog clutch 260 may include first to third engagement elements 261, 262, 263 and an actuator 265, or may not include the third engagement element 263. . FIG. 6 illustrates the former. The one-way clutch 270 is the same as the one-way clutch 70 of the hybrid system 2-1 and includes a first engagement element 271 and a second engagement element 272.

  Therefore, MG2 torque Tmg2 is transmitted to counter driven gear 242 and transmitted to drive wheel W when at least one of dog clutch 260 and one-way clutch 270 is engaged. In addition, the hybrid system 2-3 can run in the MG2 rest mode in which the second rotating machine MG2 is separated from the reduction shaft 253 by the dog clutch 260 and the one-way clutch 270 that are arranged in parallel.

  Engine rotation shaft 211 and MG1 rotation shaft 221 are connected to a controllable power connection / disconnection device. The power connecting / disconnecting device connects the engine ENG and the first rotating machine MG1 to the driving wheel W side and the second rotating machine MG2 side, while disconnecting from the driving wheel W side and the second rotating machine MG2 side. is there. For example, a control clutch such as a friction engagement device (friction clutch) or a meshing engagement device (dog clutch) can be used for the power connection / disconnection device. In the illustration of FIG. 6, a friction clutch 231 that is operated by an actuator (not shown) is used.

  The friction clutch 231 includes a first engagement element 231 a and a second engagement element 231 b concentric with the engine rotation shaft 211.

  The first engagement element 231a is coupled so as to rotate integrally with the engine rotation shaft 211. Further, an oil pump OP is also connected to the first engagement element 231a. Furthermore, the MG1 rotating shaft 221 is connected to the first engaging element 231a via a differential device that acts as a speed reducing portion 235 for the first rotating machine MG1.

  Here, a single pinion type planetary gear mechanism is used as the speed reducer 235. The sun gear S is connected so that the MG1 rotation shaft 221 can rotate integrally. The ring gear R is fixed to a housing (not shown) or the like in a non-rotatable state. A first engagement element 231a is coupled to a carrier C that holds a plurality of pinion gears P so as to rotate together.

  The second engagement element 231b has an annular portion concentric with the engine rotation shaft 211, and includes an external gear as a counter drive gear 241 in the annular portion.

  Therefore, the engine torque Te and the MG1 torque Tmg1 are transmitted to the counter driven gear 242 and transmitted to the drive wheels W when the friction clutch 231 is engaged.

  The hybrid system 2-3 includes an EV travel mode and an HV travel mode.

  The EV travel mode is a mode in which the vehicle can travel using at least one of the MG1 torque Tmg1 and the MG2 torque Tmg2. In this EV travel mode, the engine ENG can be stopped to improve fuel consumption. The travel control unit calculates command values for the engine ENG, the first rotating machine MG1, and the second rotating machine MG2, and causes the ENGECU 201a and the MGECU 201b to control the engine ENG, the first rotating machine MG1, and the second rotating machine MG2. . At that time, the MGECU 201 b engages the dog clutch 260. Further, when the vehicle travels only with the MG2 torque Tmg2, the ENGECU 201a releases the friction clutch 231 and separates the engine ENG and the first rotating machine MG1 from the counter shaft 251 serving as an output shaft.

  The HV traveling mode is a mode in which traveling can be performed using at least one of the engine torque Te, the MG1 torque Tmg1, and the MG2 torque Tmg2. For example, in the combined mode of this modification, it is also possible to travel with the engine torque Te and the MG2 torque Tmg2 (in this case, the first rotating machine MG1 may be driven to regenerate), and the engine torque Te and the MG1 torque Tmg1. And MG2 torque Tmg2. In this combined mode, the second rotating machine MG2 can also be regeneratively driven while decelerating. In the engine direct delivery mode, the engine torque Te can be mechanically transmitted to the countershaft 251 (that is, the drive wheels W) without using an electric path, as in the above-described embodiments.

  As in the EV travel mode, the travel control unit calculates each command value according to the mode, and controls ENGECU 201a and MGECU 201b to control engine ENG, first rotating machine MG1, and second rotating machine MG2. Let At that time, the MGECU 201b engages the dog clutch 260 in the combined mode, and releases the dog clutch 260 in the engine direct delivery mode.

  In this hybrid system 2-3, based on the detection value of the MG2 rotation speed sensor 224, the detection values of the position sensors 281 and 282, etc., whether the abnormal location is the dog clutch 260 or the one-way clutch 270, and When it is determined whether the abnormal content is an open failure or a lock failure, the same command for evacuation travel as the hybrid systems 2-1 and 2-2 of the embodiment, etc. Retreating can be performed by traveling. When performing the retreat travel, the travel control unit can select travel with the engine torque Te and MG2 torque Tmg2 or travel with the engine torque Te, MG1 torque Tmg1 and MG2 torque Tmg2. For example, when the SOC of the secondary battery 225 indicates that the secondary battery 225 can be charged, the traveling control unit selects traveling using the engine torque Te and the MG2 torque Tmg2, and causes the first rotating machine MG1 to generate power. In addition, when the SOC of the secondary battery 225 indicates a state in which charging is not possible due to full charge or the like, the traveling control unit selects traveling using the engine torque Te, MG1 torque Tmg1, and MG2 torque Tmg2, The power of the secondary battery 225 is consumed. The hybrid system 2-3 can extend the cruising distance of the retreat travel by appropriately performing the selection during the retreat travel. In addition, except when the dog clutch 260 is in an open-fail state, the second rotating machine MG2 is regeneratively driven during deceleration, and the electric power generated by the second rotating machine MG2 is charged to the secondary battery 225, so that the cruising distance Can be extended. In addition, when the SOC of the secondary battery 225 indicates a state in which charging is not possible during the evacuation traveling, the traveling control unit switches from the HV traveling to the EV traveling mode and the SOC becomes in a state in which the SOC can be charged. You may return to HV driving by combined mode. Thereby, this hybrid system 2-3 can further extend the cruising distance of the retreat travel.

  The hybrid system 2-4 shown in FIG. 7 is the same single-shaft type as the hybrid system 2-2 of the first modification, and is arranged in the order of the engine ENG, the first rotating machine MG1, and the second rotating machine MG2. .

  The hybrid system 2-4 is obtained by replacing the power split mechanism 130 with a power split mechanism 330 described below in the hybrid system 2-2. For this reason, the power split mechanism 330 is disposed between the first rotating machine MG1 and the second rotating machine MG2. The hybrid system 2-4 includes a counter drive gear 341, a counter driven gear 342, a drive pinion gear 343, a differential device 344, a diff ring gear 345, a counter shaft 351, and left and right axles (drives) equivalent to the hybrid system 2-2. Axis) 352.

  Further, the hybrid system 2-4 has a controllable power connection / disconnection device equivalent to the hybrid system 2-2 and a power connection / disconnection device that does not require control. For this reason, the controllable power connection / disconnection device and the control-free power connection / disconnection device are the second rotating machine MG2 and the power transmission shaft on the driving wheel W side (sun gear shaft described later) viewed from the second rotating machine MG2 side. 336). In this hybrid system 2-4, a dog clutch 360 is provided as a controllable power connection / disconnection device, and a one-way clutch 370 is provided as a power connection / disconnection device that does not require control.

  The dog clutch 360 is the same as the dog clutch 160 of the hybrid system 2-2. Therefore, the dog clutch 360 may include first to third engagement elements 361, 362, 363 and an actuator (not shown), and does not include the third engagement element 363. May be. FIG. 7 illustrates the former. The one-way clutch 370 is the same as the one-way clutch 170 of the hybrid system 2-2 and includes a first engagement element 371 and a second engagement element 372.

  This hybrid system 2-4 can travel in the MG2 pause mode in which the second rotating machine MG2 is disconnected from the sun gear shaft 336 by the dog clutch 360 and the one-way clutch 370 arranged in parallel.

  The power split mechanism 330 of the present modification includes a plurality of rotating elements capable of differential rotation, and the engine rotating shaft 311, the MG1 rotating shaft 321, the MG2 rotating shaft 322, and the drive wheels W are individually connected to the rotating elements. Differential device. The power split mechanism 330 is configured by a combination of two planetary gear mechanisms. As the planetary gear mechanism, a single pinion type, a double pinion type, a Ravigneaux type or the like can be considered. In the illustrated power split mechanism 330, a single pinion type first planetary gear mechanism 331 and a single pinion type second planetary gear mechanism 332 are arranged concentrically.

  In the first planetary gear mechanism 331, a carrier C1 that holds a plurality of pinion gears P1 is coupled so as to rotate integrally with the engine rotation shaft 311. Further, the sun gear S1 of the first planetary gear mechanism 331 is coupled so as to rotate integrally with the MG1 rotation shaft 321. Further, the ring gear R1 of the first planetary gear mechanism 331 is fixed to a housing (not shown) or the like and cannot rotate. In the hybrid system 2-4, the first planetary gear mechanism 331 forms a speed reduction unit for the first rotating machine MG1.

  On the other hand, in the second planetary gear mechanism 332, the carrier C2 holding the plurality of pinion gears P2 is fixed to a housing or the like in a non-rotatable state. Further, the MG2 rotating shaft 322 is connected to the sun gear S2 of the second planetary gear mechanism 332. Between the sun gear S2 and the second rotating machine MG2, the controllable power connection / disconnection device and the power connection / disconnection device that do not require control are arranged in parallel. The second planetary gear mechanism 332 forms a speed reducing portion for the second rotating machine MG2 when at least one of the dog clutch 360 and the one-way clutch 370 is engaged.

  The first planetary gear mechanism 331 and the second planetary gear mechanism 332 are connected to each other by the carrier C1 and the ring gear R2. A counter drive gear 341 arranged concentrically is connected to the carrier C1 and the ring gear R2 so as to rotate together.

  However, between the carrier C1, the ring gear R2, and the counter drive gear 341, for example, a power connection / disconnection device whose engagement and release operations are controlled by the HVECU 201c is disposed. The power connection / disconnection device includes a meshing engagement device (dog clutch), a friction engagement device (friction clutch), etc., like the controllable power connection / disconnection device between the sun gear S2 and the second rotating machine MG2. Is used. In this example, a friction clutch 333 is used. Therefore, in this hybrid system 2-4, by releasing the friction clutch 333, the vehicle can be driven only by the MG2 torque Tmg2. In the hybrid system 2-4, by engaging the friction clutch 333, the vehicle can be driven using the engine torque Te or the MG1 torque Tmg1.

  The hybrid system 2-4 has the same EV traveling mode as the hybrid system 2-3. Therefore, the hybrid system 2-4 can travel using at least one of the MG1 torque Tmg1 and the MG2 torque Tmg2. In this EV travel mode, the engine ENG can be stopped to improve fuel consumption. In this EV travel mode, MGECU 201b engages dog clutch 360. Further, when the vehicle travels only with the MG2 torque Tmg2, the ENGECU 201a releases the friction clutch 333 and separates the engine ENG and the first rotating machine MG1 from the counter shaft 351 as an output shaft.

  The hybrid system 2-4 has the same HV traveling mode as the hybrid system 2-3. Therefore, the hybrid system 2-4 can travel using at least one of the engine torque Te, the MG1 torque Tmg1, and the MG2 torque Tmg2. For example, in the combined mode, the vehicle can travel with the engine torque Te and the MG2 torque Tmg2 (in this case, the first rotating machine MG1 may be driven to regenerate), and the engine torque Te, the MG1 torque Tmg1, and the MG2 torque Tmg2 You can also drive. In this combined mode, the second rotating machine MG2 can also be regeneratively driven while decelerating. In this combined mode, the dog clutch 360 is engaged. In the engine direct delivery mode, the engine torque Te can be mechanically transmitted to the countershaft 351 (that is, the drive wheels W) without traveling through the electric path. In this engine direct delivery mode, the dog clutch 360 is released.

  In this hybrid system 2-4, based on the detection values of the position sensors 381 and 382, whether the abnormal location is the dog clutch 360 or the one-way clutch 370, and whether the abnormal content is an open failure or not. When it is determined whether or not it is a lock failure, the hybrid system 2-4 can perform retreat travel in the same manner as the hybrid system 2-3 described above. For this reason, in this hybrid system 2-4, the effect equivalent to the hybrid system 2-3 can be acquired.

DESCRIPTION OF SYMBOLS 1 Control apparatus 1a, 201a ENGECU
1b, 201b MGECU
1c, 201c HVECU
2-1, 2-2, 2-3, 2-4 Hybrid system 11, 211, 311 Engine rotation shaft 21, 121, 221, 321 MG1 rotation shaft 22, 122, 222, 322 MG2 rotation shaft 30, 130, 330 Power split mechanism 53,253 Reduction shaft (power transmission shaft)
60,160,260,360 Dog clutch 61,161,261,361 First engaging element 62,162,262,362 Second engaging element 70,170,270,370 One-way clutch 71,171,271,371 First 1 engagement element 72,172,272,372 second engagement element 81,82,281,282,381,382 position sensor 131,331 first planetary gear mechanism 132,332 second planetary gear mechanism 136,336 sun gear shaft (Power transmission shaft)
231 Friction clutch 235 Deceleration section 333 Friction clutch C, C1, C2 Carrier ENG Engine MG1 First rotating machine MG2 Second rotating machine P, P1, P2 Pinion gear S, S1, S2 Sun gear R, R1, R2 Ring gear

Claims (10)

An engine and at least one rotating machine are provided as a power source, and a power connecting / disconnecting device capable of arbitrarily connecting / disconnecting power transmission between two engaging elements and rotation of the engaging element on the rotating machine side are advanced. A vehicle control device in which a one-way clutch that transmits power only when it is raised in a direction is arranged in parallel between the rotating machine and a power transmission shaft on the drive wheel side,
When any one of the power connection / disconnection device and the one-way clutch is abnormal, control is performed so that only one of the power connection / disconnection device and the one-way clutch is engaged. A vehicle control device is provided, which is provided with a travel control unit that travels.   When the one-way clutch can no longer be engaged, the travel control unit engages the power connection / disconnection device, and drives the rotating machine to perform power running drive or regenerative drive with the power connection / disconnection device engaged. The vehicle control device according to claim 1, wherein the vehicle control device travels.   When the one-way clutch cannot be released, the travel control unit releases the power connection / disconnection device, and causes the rotating machine to travel by power running driving or regenerative driving while the power connection / disconnection device is released. The vehicle control device according to claim 1 or 2, wherein   When the power connection / disconnection device cannot be engaged, the travel control unit issues a regenerative drive prohibition command to the rotary machine and drives the rotary machine to power running so as to engage the one-way clutch. The vehicle control device according to claim 1, 2, or 3. An engine and at least one rotating machine are provided as a power source, and a power connecting / disconnecting device capable of arbitrarily connecting / disconnecting power transmission between two engaging elements and rotation of the engaging element on the rotating machine side are advanced. A vehicle control device in which a one-way clutch that transmits power only when it is raised in a direction is arranged in parallel between the rotating machine and a power transmission shaft on the drive wheel side,
When the power connection / disconnection device can no longer be engaged, a travel control unit is provided that performs a regenerative drive prohibition command to the rotating machine and causes the rotating machine to drive by running so as to engage the one-way clutch. A vehicle control apparatus characterized by the above.   When the engine is provided with another rotating machine that lifts the rotation of the engine at the time of starting the engine, the traveling control unit prohibits powering driving of the other rotating machine other than at the time of starting the engine. The vehicle control device according to 4 or 5.   The travel control unit, when the power connection / disconnection device cannot be released, holds the power connection / disconnection device in an engaged state, according to any one of claims 1 to 6. Vehicle control device. An engine and at least one rotating machine are provided as a power source, and a power connecting / disconnecting device capable of arbitrarily connecting / disconnecting power transmission between two engaging elements and rotation of the engaging element on the rotating machine side are advanced. A vehicle control device in which a one-way clutch that transmits power only when it is raised in a direction is arranged in parallel between the rotating machine and a power transmission shaft on the drive wheel side,
A vehicle is provided that includes a travel control unit that causes the power connection / disconnection device to travel by controlling the power connection / disconnection device to be held in an engaged state when the power connection / disconnection device cannot be released. Control device.   If the current command value for the power connecting / disconnecting device is in accordance with the engagement command, the travel control unit holds the current command value without decreasing the current command value, and the current command value for the power connecting / disconnecting device is 9. The vehicle control device according to claim 8, wherein if it is in response to a release command, the current command value is increased to a value in accordance with the engagement command.   When an abnormality occurs in any one of the power connecting / disconnecting device and the one-way clutch, the travel control unit includes one engagement element in each of the power connecting / disconnecting device and the one-way clutch; The vehicle control device according to any one of claims 1 to 9, wherein suspension of the rotating machine capable of rotating integrally is prohibited.

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