JP2017177969A - Hybrid vehicle system, control device for hybrid vehicle system and control method for hybrid vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restart an engine by using driving force from wheels when a motor generator is broken and securely suppress deterioration of drivability at restart.SOLUTION: A hybrid vehicle system includes: an engine 10 for generating driving force for traveling a vehicle; a first motor generator 20 for generating driving force for traveling the vehicle; a second motor generator 24 for generating driving force for traveling the vehicle; and a driving force transmission device 30 for transmitting driving force from wheels to the engine 10 to restart the engine 10 when either one of the first motor generator 20 or the second motor generator 24 is broken. When either one of the first motor generator 20 or the second motor generator 24 is broken, the other of the first motor generator 20 or the second motor generator 24 generates adjustment driving force for adjusting fluctuation of the driving force caused by the restart of the engine 10.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle system, a hybrid vehicle system control device, and a hybrid vehicle system control method.

  Conventionally, for example, in Patent Document 1 below, regarding a fail-compatible control device for a hybrid system, it is detected that any one or two of the engine, the first motor generator, and the second motor generator as drive sources are abnormal in output. When either the high brake or the low brake is engaged, the engine is started using at least one of the drive sources that do not cause output abnormality, and the engine is started based on vehicle inertia. Is described.

JP 2004-159212 A

  However, when the engine is started by the vehicle inertia using the method described in Patent Document 1, the vehicle inertia energy is used as the engine start energy, so that rapid deceleration occurs, giving the driver a sense of incongruity. There is a problem that drivability deteriorates.

  Therefore, the present invention has been made in view of the above problems, and the object of the present invention is to restart the engine with the driving force from the wheels when the motor generator fails, It is an object of the present invention to provide a new and improved hybrid vehicle system, a hybrid vehicle system control device, and a hybrid vehicle system control method capable of reliably suppressing a decrease in drivability.

  In order to solve the above-described problems, according to an aspect of the present invention, an engine that generates a driving force for driving a vehicle, a first motor generator that generates a driving force for driving the vehicle, and a drive for driving the vehicle are provided. When one of the second motor generator that generates force and the first motor generator or the second motor generator fails, the driving force from the wheels is transmitted to the engine to restart the engine. A driving force transmission unit that starts, and when one of the first motor generator and the second motor generator fails, one of the first motor generator and the second motor generator The other provides a hybrid vehicle system that generates an adjusted driving force that adjusts fluctuations in driving force caused by restarting the engine. It is.

  The first motor generator generates a driving force for starting the engine when starting the engine during normal operation in a state where there is no failure, and the driving force transmission unit is configured to transmit the first motor generator. When the generator fails, the driving force from the wheels may be transmitted to the engine to restart the engine, and the second motor generator may generate the adjusted driving force.

  Further, the first motor generator may generate power by the driving force of the engine according to an operating state in a state where no failure has occurred.

  The second motor generator generates, as the adjustment driving force, a driving force corresponding to a difference between a travel driving force according to a driver's request and a restart driving force for restarting the engine. There may be.

  The driving force transmission unit includes a first clutch that couples the driving shaft of the engine and the driving shaft of the first motor generator, and the driving shaft of the first motor generator as a primary of the continuously variable transmission. A second clutch coupled to the shaft; and a third clutch coupling the secondary shaft of the continuously variable transmission and the drive shaft of the second motor generator, wherein the drive shaft of the second motor generator is It may be connected to wheels.

  The first clutch, the second clutch, and the third clutch may be engaged when the first motor generator fails.

  Further, in the engine travel mode, the first clutch, the second clutch, and the third clutch may be engaged.

  In the single motor EV running mode, the first clutch, the second clutch, and the third clutch are disengaged, and the driving force of the second motor generator is transmitted to the wheels. good.

  Further, in the twin motor EV running mode, the first clutch is released, the second clutch and the third clutch are engaged, and the driving force of the first motor generator and the second motor generator is increased. It may be transmitted to the wheels.

  Further, in the hybrid travel mode, the first clutch, the second clutch, and the third clutch are engaged, and at least one of the engine and the first motor generator or the second motor generator. The driving force may be transmitted to the wheels.

  The driving force transmission unit couples a continuously variable transmission having a primary shaft connected to the driving shaft of the second motor generator, the driving shaft of the engine, and the driving shaft of the first motor generator. A first clutch; and a second clutch that connects the drive shaft of the first motor generator to the primary shaft of the continuously variable transmission, and the secondary shaft of the continuously variable transmission is connected to a wheel. It may be a thing.

  Further, the first clutch and the second clutch may be engaged when the first motor generator fails.

  In order to solve the above problem, according to another aspect of the present invention, an engine that generates a driving force for driving a vehicle, a first motor generator that generates a driving force for driving the vehicle, and a vehicle are provided. A control device for a hybrid vehicle system, comprising: a second motor generator that generates a driving force for traveling; a traveling driving force acquisition unit that acquires a traveling driving force according to a driver's request; and the first motor A failure determination unit that determines that the generator or the second motor generator has failed, and when one of the first motor generator and the second motor generator fails, the driving force from the wheel is A restart control unit that transmits to the engine and restarts the engine; and a restart driver that acquires a restart driving force necessary for restarting the engine. A force acquisition unit, and a control for controlling one of the first motor generator and the second motor generator so as to generate an adjustment driving force corresponding to a difference between the travel driving force and the restart driving force A controller for a hybrid vehicle system is provided.

  In order to solve the above problem, according to another aspect of the present invention, an engine that generates a driving force for driving a vehicle, a first motor generator that generates a driving force for driving the vehicle, and a vehicle are provided. A method for controlling a hybrid vehicle system, comprising: a second motor generator that generates a driving force to travel; and a step of acquiring a traveling driving force according to a driver's request; the first motor generator or the first motor generator; Determining that the two motor generators have failed; and when one of the first motor generator and the second motor generator fails, the driving force from the wheels is transmitted to the engine to A step of restarting the engine, a step of obtaining a restart driving force necessary for restarting the engine, and the traveling drive And controlling the other of the first motor generator and the second motor generator so as to generate an adjustment driving force corresponding to a difference between the force and the restart driving force. A control method is provided.

  As described above, according to the present invention, when the motor generator fails, it is possible to restart the engine with the driving force from the wheels, and to reliably prevent a decrease in drivability during the restart. Become.

It is a schematic diagram which shows the drive system of a hybrid vehicle. It is a schematic diagram which shows another example of the drive system of a hybrid vehicle. In a 1st embodiment, it is a mimetic diagram showing a case where engine restart is performed at the time of an accelerator on. In a 1st embodiment, it is a mimetic diagram showing the case where engine restart is performed at the time of accelerator off. It is a flowchart which shows the process of 1st Embodiment. It is a schematic diagram which shows the structure of hybrid ECU for performing the process of FIG. In 2nd Embodiment, it is a schematic diagram which shows the case where an engine restart is performed at the time of an accelerator on. In 2nd Embodiment, it is a schematic diagram which shows the case where an engine restart is performed at the time of an accelerator-off. It is a flowchart which shows the process of 2nd Embodiment.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

1. 1. First embodiment 1.1. Configuration Example of Hybrid Vehicle System FIG. 1 shows a drive system 1 of a hybrid vehicle according to each embodiment of the present invention. The drive system 1 includes an engine 10, a first motor generator 20, and a second motor generator 24. The engine 10, the first motor generator 20, and the second motor generator 24 can be used together as a drive source. Power unit. In the driving system 1, the driving force control of the vehicle is performed while switching between the engine traveling mode, the single motor EV traveling mode, the twin motor EV traveling mode, and the hybrid traveling mode.

  The engine travel mode is a mode in which the vehicle is driven by the output of the engine 10. The single motor EV travel mode is a mode in which the vehicle is driven by the output of the second motor generator 24. The twin motor EV travel mode is a mode in which the vehicle is driven by the outputs of the first motor generator 20 and the second motor generator 24. The hybrid travel mode is a mode in which the vehicle is driven by torque output from at least one of the first motor generator 20 and the second motor generator 24 and torque output from the engine 10.

  The engine 10 is an internal combustion engine that generates driving force using gasoline or the like as fuel, and has a crankshaft 11 as an output shaft. The crankshaft 11 extends in the driving force transmission device (automatic transmission device) 30. A gear type oil pump 15 is connected to the crankshaft 11. The oil pump 15 may be connected to an axle (not shown) or a primary shaft 34 or a secondary shaft 36 of the CVT 31 via a gear mechanism (not shown). When the oil pump 15 is connected to the axle, the oil pump 15 can also be driven by the rotation of the drive wheels (wheels) 80. When the oil pump 15 is connected to the primary shaft 34 or the secondary shaft 36, the oil pump 15 can also be driven by the rotation of the drive wheel 80 while the third transmission clutch 46 is engaged. The oil pump 15 is driven by the driving force of the engine 10 or the rotation of the driving wheels 80, and supplies hydraulic oil to the driving force transmission device 30. The hydraulic oil supplied to the driving force transmission device 30 is used as hydraulic oil for operating the CVT 31 and each clutch. The driving force transmission device 30 includes a first motor generator 20, a second motor generator 24, a continuously variable transmission (CVT) 31 as an automatic transmission, and a first transmission clutch (engine clutch). ) 42, a second transmission clutch 44, a third transmission clutch 46, and an oil pump 28.

  Engine 10 and first motor generator 20 are arranged in series via first transmission clutch 42. Between the crankshaft 11 of the engine 10 and the motor shaft 21 of the first motor generator 20, a first transmission clutch 42 that fastens or opens between the crankshaft 11 and the motor shaft 21 is provided. . Power can be transmitted between the crankshaft 11 and the motor shaft 21 when the first transmission clutch 42 is in the engaged state.

  The first motor generator 20 is, for example, a three-phase AC motor, and is connected to the high voltage battery 50 via the inverter 70. The first motor generator 20 is driven using the power of the high-voltage battery 50 (powering drive) to generate a driving force of the vehicle, and is driven using the driving force of the engine 10 to generate power. And a function as a generator that generates power using the kinetic energy of the drive wheels 80 that is regeneratively driven when the vehicle is decelerated. Further, the first motor generator 20 has a function as a starter motor that starts or stops the engine 10 and a function as a motor that rotationally drives an oil pump 28 connected to the motor shaft 21.

  When the first motor generator 20 is caused to function as a starter motor, a drive motor, or a drive motor for the oil pump 28, the inverter 70 converts the DC power supplied from the high voltage battery 50 into AC power, and the first motor generator 20 Drive. When the first motor generator 20 is caused to function as a generator, the inverter 70 converts the AC power generated by the first motor generator 20 into DC power and charges the high voltage battery 50.

  As described above, in the drive system 1 according to the present embodiment, power is transmitted between the crankshaft 11 and the motor shaft 21 not by the torque converter but by the first transmission clutch 42. For this reason, when the first motor generator 20 is caused to function as a drive motor, the drive power from the first motor generator 20 is consumed by the engine 10 by completely separating the first motor generator 20 and the engine 10. Thus, a decrease in efficiency of the first motor generator 20 can be suppressed.

  A gear type oil pump 28 is connected to the motor shaft 21 of the first motor generator 20. The oil pump 28 is rotationally driven by the rotation of the motor shaft 21 and supplies hydraulic oil to the CVT 31 and each clutch. The oil pump 28 is configured as an electric oil pump driven by the first motor generator 20. The motor shaft 21 of the first motor generator 20 is connected to the primary shaft 34 of the CVT 31 via a second transmission clutch 44. The second transmission clutch 44 fastens or opens between the motor shaft 21 and the primary shaft 34. Power can be transmitted between the motor shaft 21 and the primary shaft 34 when the second transmission clutch 44 is in the engaged state.

  The CVT 31 has a primary shaft 34 and a secondary shaft 36 disposed in parallel to the primary shaft 34. A primary pulley 33 is fixed to the primary shaft 34, and a secondary pulley 35 is fixed to the secondary shaft 36. A winding-type driving force transmission member 37 made of a belt or a chain is wound around the primary pulley 33 and the secondary pulley 35. The CVT 31 changes the pulley ratio by changing the wrapping radius of the driving force transmission member 37 on the primary pulley 33 and the secondary pulley 35, so that an arbitrary speed change ratio can be established between the primary shaft 34 and the secondary shaft 36. The driving force converted into is transmitted.

  The secondary shaft 36 is connected to the motor shaft 25 of the second motor generator 24 via the third transmission clutch 46. The third transmission clutch 46 fastens or opens between the secondary shaft 36 and the motor shaft 25. When the third transmission clutch 46 is in the engaged state, power can be transmitted between the secondary shaft 36 and the motor shaft 25. The motor shaft 25 of the second motor generator 24 is connected to the driving wheel 80 via a reduction gear and a driving shaft (not shown), so that the driving force output via the motor shaft 25 can be transmitted to the driving wheel 80. ing. The motor shaft 25 may be connected to a differential gear (not shown), and the driving force may be distributed to the front wheels and the rear wheels.

  The second motor generator 24 is connected to the engine 10 via a first transmission clutch 42, a second transmission clutch 44, and a third transmission clutch 46. Similar to the first motor generator 20, the second motor generator 24 is a three-phase AC motor, and is connected to the high voltage battery 50 via the inverter 70. The second motor generator 24 functions as a drive motor that is driven (powering drive) using the electric power of the high-voltage battery 50 to generate the driving force of the vehicle, and is regeneratively driven when the vehicle is decelerated to drive the drive wheels 80. It has a function as a generator that generates electricity using kinetic energy.

  When causing the second motor generator 24 to function as a drive motor, the inverter 70 converts the DC power supplied from the high voltage battery 50 into AC power and drives the second motor generator 24. When the second motor generator 24 is caused to function as a generator, the inverter 70 converts the AC power generated by the second motor generator 24 into DC power and charges the high voltage battery 50. The rated output of the second motor generator 24 and the rated output of the first motor generator 20 may be the same or different.

  A low voltage battery 60 is connected to a high voltage battery 50 connected to the first motor generator 40 and the second motor generator 42 via an inverter 70 via a DC / DC converter 55. The high voltage battery 50 is a chargeable / dischargeable battery having a rated voltage of 200V, for example, and the low voltage battery 60 is a chargeable / dischargeable battery having a rated voltage of 12V, for example. The low voltage battery 60 is used as a main power source of a hybrid vehicle system. The DC / DC converter 55 steps down the voltage of the DC power of the high voltage battery 50 and supplies the charging power to the low voltage battery 60.

  The engine 10 is controlled by an engine control unit (engine ECU) 200. The driving force transmission device 30 is controlled by a transmission control unit (transmission ECU) 300. The first motor generator 20 and the second motor generator 24 are controlled by a motor control unit (motor ECU) 400. These engine ECU 200, transmission ECU 300, and motor ECU 400 are connected to a hybrid control unit (hybrid ECU) 100 that controls the entire system in an integrated manner. The hybrid ECU 100 uses the engine ECU 200, the transmission ECU 300, the motor ECU 400, and the like to perform vehicle travel control or deceleration control, or charge control of the high-voltage battery 50.

  Each ECU includes a microcomputer and various interfaces or peripheral devices. Each ECU is connected to be capable of bidirectional communication via a communication line such as a CAN (Controller Area Network), for example, and communicates control information and various types of information related to the controlled object. Hereinafter, an outline of the function of each ECU will be described.

  The engine ECU 200 receives a control command from the hybrid ECU 100 and calculates control amounts such as a throttle opening, an ignition timing, and a fuel injection amount based on information detected by various sensors provided in the engine 10. Engine ECU 200 drives the throttle valve, spark plug, fuel injection valve, and the like based on the calculated control amount, and controls engine 10 so that the output of engine 10 becomes a control command value.

  Motor ECU 400 receives a control command from hybrid ECU 100 and controls first motor generator 20 or second motor generator 24 via inverter 70, respectively. The motor ECU 400 outputs a current command and a voltage command to the inverter 70 based on information such as the rotation speed, voltage, and current of the first motor generator 20 or the second motor generator 24, and the first motor generator 20 Alternatively, the first motor generator 20 or the second motor generator 24 is controlled so that the output of the second motor generator 24 becomes the control command value.

  The transmission ECU 300 receives the control command from the hybrid ECU 100, determines the gear ratio of the CVT 31, and controls the gear ratio to an appropriate gear ratio according to the driving state. The transmission ECU 300 controls the gear ratio of the CVT 31 by controlling the hydraulic pressure and adjusting the pulley ratio, for example. In addition, the transmission ECU 300 receives the control command from the hybrid ECU 100, and controls the first transmission clutch 42, the second transmission clutch 44, the third transmission clutch 46, and the like, thereby switching the driving mode. I do. The transmission ECU 300 controls connection / disconnection of each clutch by controlling the hydraulic pressure, for example.

  In the engine travel mode, transmission ECU 300 engages all of first transmission clutch 42, second transmission clutch 44, and third transmission clutch 46, and transmits the driving force from engine 10 to CVT 31. Then, transmission ECU 300 converts the driving force from engine 10 into a predetermined gear ratio in CVT 31 and transmits it to driving wheel 80.

  In the single motor EV travel mode, the transmission ECU 300 opens the first transmission clutch 42, the second transmission clutch 44, and the third transmission clutch 46 to drive the driving force from the second motor generator 24. Transmit to wheel 80. Alternatively, in the single travel mode, the transmission ECU 300 engages the second transmission clutch 44 and the third transmission clutch 46 to transmit the driving force from the first motor generator 20 via the CVT 31 and the motor shaft 25. You may transmit to the driving wheel 80.

  In the twin motor EV travel mode, the transmission ECU 300 engages the second transmission clutch 44 and the third transmission clutch 46 to transmit the driving force from the first motor generator 20 to the CVT 31. The transmission ECU 300 transmits the driving force from the first motor generator 20 to the motor shaft 25 via the CVT 31, and transmits the driving force to the driving wheel 80 together with the driving force of the second motor generator 24. Hereinafter, the single motor EV travel mode and the twin motor EV travel mode are collectively referred to as an EV travel mode. In the EV travel mode, the fuel consumption can be improved by stopping the engine 10.

  In the hybrid travel mode, the transmission ECU 300 fastens all of the first transmission clutch 42, the second transmission clutch 44, and the third transmission clutch 46. The engine ECU 200 drives the engine 10 and transmits the driving force to the driving wheels 80. The motor ECU 400 power-drives at least one of the first motor generator 20 and the second motor generator 24 to assist the driving of the driving wheels 80 by the engine 10. Then, transmission ECU 300 converts the torque transmitted to CVT 31 at a predetermined gear ratio, transmits it to motor shaft 25, and transmits it to drive wheel 80 together with the output torque of second motor generator 24.

  Further, the transmission ECU 300 may fasten the first transmission clutch 42 when starting the engine 10 and crank the engine 10 by the driving force of the first motor generator 20. At this time, the transmission ECU 300 causes the second transmission clutch 44 to be engaged before the first transmission clutch 42 is fastened so that the vehicle longitudinal vibration does not occur due to the differential rotation between the engine 10 and the first motor generator 20. It may be opened.

  In the drive system 1 according to the present embodiment, the regenerative braking force can be generated by regeneratively driving the second motor generator 24 during deceleration of the vehicle in all the travel modes. In the engine travel mode, the twin motor EV travel mode, and the hybrid travel mode, regenerative braking force can be generated by driving the first motor generator 20 regeneratively when the vehicle is decelerated. Further, in the single motor EV traveling mode or the hybrid traveling mode, the first motor generator 20 can generate electric power using a part or all of the driving force from the engine 10. Further, in the engine running mode, the first motor generator 20 can generate electric power by a part of the driving force from the engine 10.

  Thus, in the drive system 1 according to the present embodiment, the first motor generator 20 has a function as a starter motor of the engine 10. Therefore, the conventional starter motor used only when the engine 10 is started or stopped can be omitted. The first motor generator 20 is integrated with the oil pump 28 and functions as an electric oil pump. Therefore, the conventional electric oil pump used only when the engine 10 or the driving wheel 80 is stopped and the hydraulic pressure can not be generated by the gear type oil pump 15 can be omitted.

  In the drive system 1 according to the present embodiment, the first motor generator 20 is connected to the primary pulley 33 of the CVT 31 via the second transmission clutch 44, and the first motor generator 20 is traveling during the travel. The generator 20 can function as a drive motor. Therefore, the power performance of the vehicle can be improved. Furthermore, while the driving force of the vehicle is generated by the engine 10, the first motor generator 20 can be caused to function as a generator when there is excessive torque in the output of the engine 10. Therefore, the fuel consumption performance of the vehicle can be improved.

  FIG. 2 is a schematic diagram showing another example of the drive system 1 of the hybrid vehicle. In the example shown in FIG. 2, the drive shaft of the second motor generator 24 is connected to the primary shaft 34, and the drive force of the second motor generator 24 is transmitted to the drive wheels 80 via the CVT 31. In the example shown in FIG. 2, the third transmission clutch 46 is not provided. Other configurations are the same as those shown in FIG.

  In the drive system 1 shown in FIG. 1, the second motor generator 24 can be completely separated from the CVT 31, so that the operation of the CVT 31 becomes unnecessary in the single motor EV travel mode, and the fuel consumption and the power consumption are suppressed. You can drive. On the other hand, in the drive system 1 shown in FIG. 2, the shift control by the CVT 31 can be performed even in the single motor EV travel mode, so that the driving with emphasis on driving force characteristics can be performed.

1.2. Control when the first motor generator fails In the above configuration, the engine 10 may be restarted during traveling, such as when the EV traveling mode is changed to the engine traveling mode. At the time of engine restart, the second transmission clutch 44 is released and the engine is restarted by the first motor generator 20, and it is necessary for traveling from the engine restart to the engagement of the second transmission clutch 44. The driving force is provided by the second motor generator 24. On the other hand, when the first motor generator 20 fails, the engine 10 cannot be restarted and travels in the EV travel mode. In this case, the SOC (State of Charge) of the high-voltage battery 50 is reduced in accordance with the traveling, and the vehicle cannot travel when the SOC becomes lower than a predetermined value.

  As described above, in the EV traveling mode, the second transmission clutch 44 is disconnected and the second motor generator 24 travels. However, when the first motor generator 20 fails, there is no device for restarting the engine 10. Therefore, the engine cannot be restarted.

  Therefore, in the present embodiment, when the first motor generator 20 fails during traveling in the EV traveling mode, the first transmission clutch 42, the second transmission clutch 44, and the third transmission are performed in the configuration example shown in FIG. The transmission clutch 46 is fastened. In the configuration example shown in FIG. 2, the first transmission clutch 42 and the second transmission clutch 44 are fastened. Thus, the driving force due to the rotation of the driving wheel 80 is transmitted to the motor shaft 21 via the secondary shaft 36, the driving force transmitting member 37, and the primary shaft 34, and further transmitted to the crankshaft 11, whereby the engine 10 is Rotate. Thereby, the rotation speed of the engine 10 can be increased by the driving force generated by the rotation of the drive wheels 80, and the engine 10 can be restarted. Specifically, when the crankshaft 11 is rotated by the driving force of the drive wheels 80 and the rotational speed is increased to a certain level, the fuel injected into the cylinder of the engine 10 is ignited and the engine 10 is started. .

  On the other hand, when the engine 10 is restarted by the driving force due to the rotation of the driving wheel 80, the driving force due to the rotation of the driving wheel 80 is used for restarting the engine 10, so that a driving force loss occurs and the driver's request Excess or deficiency occurs in the driving force for driving the vehicle determined accordingly. For example, if the engine is restarted when the accelerator is on, a driving force loss due to the restart occurs with respect to the travel driving force determined according to the accelerator opening and the vehicle speed, so that the acceleration of the vehicle becomes dull and drivability is reduced. Further, if the engine is restarted when the accelerator is off (regeneration control), the driving force loss due to the engine restart is superimposed on the traveling driving force at the time of regeneration, resulting in a greater deceleration than expected. There is a case.

  In the present embodiment, when the engine 10 is restarted by the driving force due to the rotation of the driving wheels 80, the second motor generator 24 compensates for excess or deficiency due to the driving force loss with respect to the traveling driving force. For this reason, the driving force required by the driver is calculated based on the accelerator opening and the vehicle speed. Further, a driving force (restarting driving force) necessary for restarting the engine is calculated based on the vehicle speed, the engine water temperature, and the like. Then, the difference between the travel driving force and the driving force necessary for restarting the engine is used as the required driving force (adjustment driving force) for the second motor generator 24 to drive the second motor generator 24.

  FIG. 3 is a schematic diagram illustrating a case where the engine is restarted when the accelerator is on. As shown in FIG. 3, the driving force generated by the rotation of the driving wheel 80 is transmitted to the crankshaft 11 by fastening the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42, and the engine. A restart is performed. Further, electric power is supplied from the inverter 70 to the second motor generator 24, and an adjustment driving force is generated by the second motor generator 24 as the engine speed increases due to the engine restart. Is supplemented by the adjustment driving force of the second motor generator 24.

  FIG. 4 is a schematic diagram showing a case where the engine is restarted when the accelerator is off. As shown in FIG. 4, the driving force generated by the rotation of the driving wheel 80 is transmitted to the crankshaft 11 by fastening the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42. A restart is performed. Further, the second motor generator 24 is driven by the driving force generated by the rotation of the driving wheels 80, and the electric power generated by the regenerative braking is sent to the inverter 70. When the accelerator is off (deceleration), the rotational speed of the engine 10 is increased by the driving force generated by the rotation of the drive wheels 80, and the vehicle can be braked and decelerated by the friction for rotating the engine 10. If the braking force due to the friction for rotating the engine 10 is insufficient with respect to the driving force that is the target of deceleration, the shortage is compensated by regeneration of the second motor generator 24. As described above, at the time of deceleration, the vehicle is decelerated while the engine is restarted by the deceleration corresponding to the increase in the engine speed due to the engine restart and the deceleration due to the regenerative braking of the second motor generator 24. At this time, if the deceleration due to the increase in the engine speed is larger than the deceleration according to the traveling driving force, the driving force in the vehicle acceleration direction is generated by the driving force of the second motor generator 24, and the traveling driving force is It is also possible to supplement the corresponding driving force.

  As a result, the driving force loss due to the restart of the engine can be compensated for by the driving force of the second motor generator 24 with respect to the driving force required for driving or deceleration when the accelerator is on or when the accelerator is off. It becomes possible.

  Therefore, according to this embodiment, when the first motor generator 20 breaks down, the engine can be reliably restarted with the driving force generated by the rotation of the drive wheels 80, and the engine traveling mode (or hybrid traveling mode). It is possible to return to a state where the vehicle can run. In addition, when the engine is restarted, a driving force loss occurs to restart the engine 10, but drivability is reduced by supplementing the driving force loss with the driving force of the second motor generator 24. Can be reliably deterred.

1.3. Processing Flow of this Embodiment FIG. 5 is a flowchart showing the processing of this embodiment. First, in step S10, the vehicle driving force (1) corresponding to the driver's request is calculated based on the accelerator opening and the vehicle speed. In the next step S12, a restart driving force (2) required for restarting the engine is calculated based on the vehicle speed, the engine water temperature, and the like. In the next step S14, it is determined whether or not the current travel mode is the EV travel mode. If the current travel mode is the EV travel mode, the process proceeds to step S16.

  In step S16, it is determined whether or not the first motor generator 20 has failed. If the first motor generator 20 has failed, the process proceeds to step S18. In step S18, the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42 are engaged. As a result, the crankshaft 11 is rotated by the driving force generated by the rotation of the drive wheels 80, and the engine 10 is restarted.

  In the next step S20, the driving force of the second motor generator 24 is set to a value obtained by subtracting the restart driving force (2) obtained in step S12 from the traveling driving force (1) obtained in step S10. . Thereby, the driving force loss accompanying the engine restart is compensated by the driving force of the second motor generator 24.

  On the other hand, if it is determined in step S14 that the EV travel mode is not selected, the process proceeds to step S22. In this case, since the vehicle is driven in the engine travel mode or the hybrid travel mode and the driving force of the engine 10 is used, the first motor generator 20 is normal. In step S22, when the engine 10 is restarted, the engine 10 is restarted by the driving force of the first motor generator 20, and the vehicle is driven by the driving force of the second motor generator 24 during the engine restart. Therefore, the driving force of the second motor generator 24 is set to the traveling driving force (1) obtained in step S10.

  If the first motor generator 20 has not failed in step S16, the process proceeds to step S24. In step S24, the driving forces of the first motor generator 20 and the second motor generator 24 are determined. Specifically, in the case of the single motor EV traveling mode, the second motor generator 24 causes the vehicle to travel, so the driving force of the second motor generator 24 is the traveling driving force (1) obtained in step S10. In the case of the twin motor EV travel mode, the travel drive force (1) obtained in step S10 is obtained from the first motor generator 20 in accordance with the drive force distribution result of the first motor generator 20 and the second motor generator 24. And is distributed by the driving force of the second motor generator 24.

  As described above, even when the first motor generator 20 is out of order, the engine 10 can be restarted. As a result, it is possible to suppress a decrease in the SOC that occurs when the vehicle travels in the EV mode without being able to restart the engine, and the engine 10 can be driven even when the first motor generator 20 is out of order. The vehicle can be driven by force.

1.4. Configuration Example of Hybrid ECU FIG. 6 is a schematic diagram showing a configuration of the hybrid ECU 100 for executing the processing of FIG. As shown in FIG. 6, the hybrid ECU 100 includes a travel drive force acquisition unit 102, a failure determination unit 104, a restart control unit 106, a restart drive force acquisition unit 108, an adjustment drive force control unit 110, and a mode determination unit 112. Configured. In step S10 in FIG. 5, the travel driving force acquisition unit 102 acquires the travel driving force according to the driver's request. Failure determination unit 104 determines whether or not first motor generator 20 has failed in step S16 of FIG. When the first motor generator 20 fails in step S18 of FIG. 5, the restart control unit 106 controls the driving force transmission unit 30 to transmit the driving force from the wheels to the engine 10 to restart the engine. Start. The restart driving force acquisition unit 108 acquires the restart driving force necessary for restarting the engine 10 in step S12 of FIG. In step S20 of FIG. 5, the adjustment driving force control unit 110 controls the second motor generator 24 so as to generate an adjustment driving force corresponding to the difference between the travel driving force and the restart driving force. The mode determination unit 112 determines whether or not the EV travel mode is set in step S14 of FIG.

  One or more of the components shown in FIG. 6 may be provided in engine ECU 200, transmission ECU 300, or motor ECU 400.

  When the engine 10 is restarted in the state where the first motor generator 20 is out of order and the vehicle travels in the engine travel mode, the engine 10 and the first motor generator 20 are turned off when the vehicle is stopped and the ignition key is turned off. The second motor generator 24 stops. After that, when the ignition key is turned on, the engine 10 cannot be restarted because the first motor generator 20 has failed, but the second motor generator 24 is driven in the single motor EV running mode. The vehicle can be driven by force. At this time, in the configuration shown in FIG. 2, in the single motor EV travel mode, the oil pump 28 cannot be driven by opening the second transmission clutch 44, and therefore the oil cannot be supplied to the CVT 31 by the oil pump 28. For this reason, it is desirable to separately provide an electric oil pump (EOP) and supply oil to the CVT 31 by the electric oil pump. In the case of the configuration shown in FIG. 1, since the operation of the CVT 31 becomes unnecessary by releasing the third transmission clutch 46, the electric oil can be used even when the ignition key is turned off and then turned on again to start running. It is possible to travel in the single motor EV traveling mode without providing a pump separately.

  As described above, according to the first embodiment, when the first motor generator 20 fails, the engine can be reliably restarted with the driving force generated by the rotation of the drive wheels 80, and the engine 10 is driven. It is possible to return to a state where the vehicle can run by force. In addition, when the engine is restarted, a driving force loss occurs to restart the engine 10, but drivability is reduced by supplementing the driving force loss with the driving force of the second motor generator 24. Can be reliably deterred.

2. Second Embodiment 2.1. Control in case of failure of first motor generator Next, a second embodiment of the present invention will be described. The second embodiment relates to a case where the second motor generator 24 fails. As described in the first embodiment, the engine 10 may be restarted during traveling, such as when transitioning from the EV traveling mode to the engine traveling mode. At the time of engine restart, the second transmission clutch 44 is released and the engine is restarted by the first motor generator 20, and it is necessary for traveling from the engine restart to the engagement of the second transmission clutch 44. The driving force is provided by the second motor generator 24. On the other hand, when the second motor generator 24 breaks down, the driving force necessary for traveling cannot be ensured, and the driving force is reduced when the engine is restarted.

  As described above, in the EV travel mode, the second transmission clutch 44 is disconnected and the second motor generator 24 travels. However, if the second motor generator 24 fails, the engine 10 is restarted after the engine 10 is restarted. It takes a certain amount of time for 10 to be able to output the driving force, and during that time, the driving force for traveling the vehicle decreases, and so-called driving force loss occurs.

  Therefore, in the present embodiment, when the second motor generator 20 fails during traveling in the EV traveling mode, the first transmission clutch 42, the second transmission clutch 44, and the third transmission are performed in the configuration example shown in FIG. The transmission clutch 46 is fastened. In the configuration example shown in FIG. 2, the first transmission clutch 42 and the second transmission clutch 44 are fastened. Thus, the driving force due to the rotation of the driving wheel 80 is transmitted to the motor shaft 21 via the secondary shaft 36, the driving force transmitting member 37, and the primary shaft 34, and further transmitted to the crankshaft 11, whereby the engine 10 is Rotate. Thereby, the rotation speed of the engine 10 can be increased by the driving force generated by the rotation of the drive wheels 80, and the engine 10 can be restarted. Specifically, when the crankshaft 11 is rotated by the driving force of the drive wheels 80 and the rotational speed is increased to a certain level, the fuel injected into the cylinder of the engine 10 is ignited and the engine 10 is started. .

  On the other hand, when the engine 10 is restarted by the driving force due to the rotation of the driving wheel 80, the driving force due to the rotation of the driving wheel 80 is used for restarting the engine 10, so that a driving force loss occurs and the driver's request Excess or deficiency occurs in the driving force for driving the vehicle determined accordingly. For example, if the engine is restarted when the accelerator is on, a driving force loss due to the restart occurs with respect to the travel driving force determined according to the accelerator opening and the vehicle speed, so that the acceleration of the vehicle becomes dull and drivability is reduced. Further, if the engine is restarted when the accelerator is off (regeneration control), the driving force loss due to the engine restart is superimposed on the traveling driving force at the time of regeneration, resulting in a greater deceleration than expected. There is a case.

  In the present embodiment, when the engine 10 is restarted by the driving force generated by the rotation of the driving wheels 80, excess or deficiency due to the driving force loss with respect to the traveling driving force is compensated by driving the first motor generator 20. For this reason, the driving force required by the driver is calculated based on the accelerator opening and the vehicle speed. Further, a driving force (restarting driving force) necessary for restarting the engine is calculated based on the vehicle speed, the engine water temperature, and the like. Then, the difference between the travel driving force and the driving force necessary for engine restart is used as the required driving force (adjustment driving force) for the first motor generator 20 to drive the first motor generator 20.

  FIG. 7 is a schematic diagram showing a case where the engine is restarted when the accelerator is on. As shown in FIG. 7, the driving force generated by the rotation of the driving wheel 80 is transmitted to the crankshaft 11 by fastening the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42, and the engine. A restart is performed. In addition, electric power is supplied from the inverter 70 to the first motor generator 20, and an adjustment driving force is generated by the first motor generator 20 as the engine speed increases due to the engine restart. Is supplemented by the adjustment driving force of the first motor generator 20.

  FIG. 8 is a schematic diagram showing a case where the engine is restarted when the accelerator is off. As shown in FIG. 8, the driving force generated by the rotation of the driving wheel 80 is transmitted to the crankshaft 11 by fastening the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42, and the engine. A restart is performed. Further, the first motor generator 20 is driven by the driving force generated by the rotation of the driving wheels 80, and the electric power generated by the regenerative braking is sent to the inverter 70. When the accelerator is off (deceleration), the rotational speed of the engine 10 is increased by the driving force generated by the rotation of the drive wheels 80, and the friction vehicle for rotating the engine 10 can be braked and decelerated. This shortage is compensated by regeneration of the first motor generator 20. As described above, at the time of deceleration, the vehicle is decelerated while the engine is restarted by the deceleration corresponding to the increase in the engine speed due to the engine restart and the deceleration due to the regenerative braking of the first motor generator 20. At this time, if the deceleration due to the increase in the engine speed is larger than the deceleration according to the traveling driving force, the driving force in the vehicle acceleration direction is generated by the driving force of the first motor generator 20 to generate the traveling driving force. It is also possible to supplement the corresponding driving force.

  As a result, the driving force loss due to the restart of the engine can be compensated for by the driving force of the second motor generator 24 with respect to the driving force required for driving or deceleration when the accelerator is on or when the accelerator is off. It becomes possible.

  Since the first motor generator 20 has not failed, it may be possible to restart the engine with the driving force of the first motor generator 20, but in a state in which the second motor generator 24 has failed, The driving force for traveling the vehicle can be generated only from the first motor generator 20. For this reason, when the engine is restarted with the driving force of the first motor generator 20, the driving force for traveling the vehicle decreases, the driving torque for traveling the vehicle decreases, and so-called driving force loss occurs. In this embodiment, the engine is restarted with the driving force generated by the rotation of the driving wheels 80, and the loss is compensated with the driving force of the first motor generator 20, so that the driving torque for running the vehicle is lost. Without a loss of drivability.

  Therefore, according to the present embodiment, when the second motor generator 24 fails, the engine can be reliably restarted with the driving force generated by the rotation of the drive wheels 80, and the engine traveling mode (or hybrid traveling mode) is achieved. It is possible to return to a state where the vehicle can run. In addition, when the engine is restarted, a driving force loss occurs to restart the engine 10, but a decrease in the driving force is suppressed by supplementing the driving force loss with the driving force of the first motor generator 20. It is possible to reliably prevent a decrease in drivability.

2.2. Processing Flow of this Embodiment FIG. 9 is a flowchart showing the processing of this embodiment. First, in step S30, the vehicle driving force (1) according to the driver's request is calculated based on the accelerator opening and the vehicle speed. In the next step S32, a restart driving force (2) required for restarting the engine is calculated based on the vehicle speed, the engine water temperature, and the like. In the next step S34, it is determined whether or not the current travel mode is the EV travel mode. If the current travel mode is the EV travel mode, the process proceeds to step S36.

  In step S36, it is determined whether or not the second motor generator 24 has failed. If the second motor generator 24 has failed, the process proceeds to step S18. In step S38, the third transmission clutch 46, the second transmission clutch 44, and the first transmission clutch 42 are engaged. As a result, the crankshaft 11 is rotated by the driving force generated by the rotation of the drive wheels 80, and the engine 10 is restarted.

  In the next step S40, the driving force of the first motor generator 20 is set to a value obtained by subtracting the restart driving force (2) obtained in step S12 from the traveling driving force (1) obtained in step S30. . Thereby, the driving force loss accompanying the engine restart is compensated by the driving force of the first motor generator 20.

  On the other hand, if it is not the EV travel mode in step S34, the process proceeds to step S42. In this case, the vehicle is operated in the engine travel mode or the hybrid travel mode, and when the engine 10 is restarted, the engine 10 is restarted by the driving force of the first motor generator 20. For this reason, in step S42, the driving force of the first motor generator 20 is set to the restart driving force obtained in step S12.

  If the second motor generator 24 has not failed in step S36, the process proceeds to step S44. In step S44, the driving forces of the first motor generator 20 and the second motor generator 24 are determined. Specifically, in the case of the single motor EV travel mode, the second motor generator 24 travels the vehicle, so that the driving force of the second motor generator 24 is the travel driving force (1) obtained in step S30. In the case of the twin motor EV travel mode, the travel drive force (1) obtained in step S30 according to the drive force distribution result of the first motor generator 20 and the second motor generator 24 is the first motor generator 20. And is distributed by the driving force of the second motor generator 24.

  As described above, even if the second motor generator 24 is out of order, the engine 10 can be restarted. As a result, it is possible to suppress a decrease in SOC that occurs when the engine 10 cannot be restarted and travels in the EV mode, and even if the second motor generator 24 is out of order, The vehicle can be driven by the driving force. Moreover, since the driving force fall at the time of restarting the engine 10 can be supplemented by the driving force of the first motor generator 20, it is possible to prevent the driving force for running the vehicle from being reduced at the time of restarting. .

2.3. Configuration Example of Hybrid ECU The basic configuration of the hybrid ECU 100 for executing the processing of FIG. 9 is the same as that of FIG. However, the failure determination unit 104 determines whether or not the second motor generator 24 has failed in step S36 of FIG. 9, and the restart driving force acquisition unit 108 determines whether or not the second motor generator 24 in step S38 of FIG. When the motor generator 24 fails, the driving force transmission unit 30 is controlled to transmit the driving force from the wheels to the engine 10 to restart the engine. Further, the adjustment driving force control unit 110 controls the second motor generator 24 so as to generate the adjustment driving force corresponding to the difference between the travel driving force and the restart driving force in step S40 of FIG.

  When the engine 10 is restarted in the state where the second motor generator 24 is out of order and the vehicle travels in the engine travel mode, the engine 10 and the first motor generator 20 are turned off when the vehicle is stopped and the ignition key is turned off. The second motor generator 24 stops. Thereafter, when the ignition key is turned on, the engine 10 can be started by the first motor generator 20. Therefore, after the engine is started, the vehicle can be run in the engine running mode. At this time, the oil pump 28 is driven by the driving force of the first motor generator 20 and oil is supplied to the CVT 31.

  As described above, according to the second embodiment, when the second motor generator 24 fails, the engine can be reliably restarted with the driving force generated by the rotation of the drive wheels 80, and the engine 10 is driven. It is possible to return to a state where the vehicle can run by force. In addition, when the engine is restarted, a driving force loss occurs to restart the engine 10, but drivability is reduced by supplementing the driving force loss with the driving force of the first motor generator 20. Can be reliably deterred.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 10 Engine 20 1st motor generator 24 2nd motor generator 30 Driving force transmission device 31 CVT
34 Primary shaft 36 Secondary shaft 42 First transmission clutch 44 Second transmission clutch 46 Third transmission clutch 80 Drive wheel 100 Hybrid ECU
DESCRIPTION OF SYMBOLS 102 Traveling drive force acquisition part 104 Failure determination part 106 Restart control part 108 Restart drive force acquisition part 110 Adjustment drive force control part 112 Mode determination part

Claims (14)

An engine that generates driving force for running the vehicle;
A first motor generator for generating a driving force for running the vehicle;
A second motor generator for generating a driving force for running the vehicle;
A driving force transmission unit that transmits driving force from a wheel to the engine and restarts the engine when either one of the first motor generator and the second motor generator fails;
When one of the first motor generator and the second motor generator fails, the other of the first motor generator and the second motor generator is driven by the restart of the engine. A hybrid vehicle system characterized by generating an adjustment driving force that adjusts fluctuations of the vehicle. The first motor generator generates a driving force for starting the engine when starting the engine during normal operation, in a state where there is no failure,
The driving force transmission unit transmits the driving force from wheels to the engine when the first motor generator fails, and restarts the engine.
The hybrid vehicle system according to claim 1, wherein the second motor generator generates the adjustment driving force.   3. The hybrid vehicle system according to claim 1, wherein the first motor generator performs power generation by the driving force of the engine according to an operating state when the first motor generator is not broken down.   The second motor generator generates, as the adjustment driving force, a driving force corresponding to a difference between a traveling driving force according to a driver's request and a restart driving force for restarting the engine. The hybrid vehicle system according to claim 2 or 3. The driving force transmission unit is
A first clutch coupling the drive shaft of the engine and the drive shaft of the first motor generator;
A second clutch connecting the drive shaft of the first motor generator to the primary shaft of the continuously variable transmission;
A third clutch that couples the secondary shaft of the continuously variable transmission and the drive shaft of the second motor generator;
The hybrid vehicle system according to any one of claims 1 to 4, wherein a drive shaft of the second motor generator is connected to a wheel.   The hybrid vehicle system according to claim 5, wherein when the first motor generator fails, the first clutch, the second clutch, and the third clutch are engaged.   The hybrid vehicle system according to claim 5 or 6, wherein in the engine travel mode, the first clutch, the second clutch, and the third clutch are engaged.   In the single motor EV travel mode, the first clutch, the second clutch, and the third clutch are released, and the driving force of the second motor generator is transmitted to wheels. Item 8. The hybrid vehicle system according to any one of Items 5 to 7.   In the twin motor EV travel mode, the first clutch is released, the second clutch and the third clutch are engaged, and the driving forces of the first motor generator and the second motor generator are applied to the wheels. The hybrid vehicle system according to claim 5, wherein the hybrid vehicle system is transmitted.   In the hybrid travel mode, the first clutch, the second clutch, and the third clutch are engaged, and the engine and at least one of the first motor generator or the second motor generator are driven. The hybrid vehicle system according to claim 5, wherein force is transmitted to the wheels. The driving force transmission unit is
A continuously variable transmission in which a primary shaft is coupled to a drive shaft of the second motor generator;
A first clutch coupling the drive shaft of the engine and the drive shaft of the first motor generator;
A second clutch that connects the drive shaft of the first motor generator to the primary shaft of the continuously variable transmission,
The hybrid vehicle system according to claim 1, wherein a secondary shaft of the continuously variable transmission is connected to a wheel.   The hybrid vehicle system according to claim 11, wherein the first clutch and the second clutch are engaged when the first motor generator fails. A hybrid vehicle system comprising: an engine that generates a driving force for driving a vehicle; a first motor generator that generates a driving force for driving the vehicle; and a second motor generator that generates a driving force for driving the vehicle. A control device,
A driving force acquisition unit that acquires a driving force according to a driver's request;
A failure determination unit that determines that the first motor generator or the second motor generator has failed;
A restart control unit configured to transmit driving force from wheels to the engine and restart the engine when one of the first motor generator and the second motor generator fails;
A restart driving force acquisition unit for acquiring a restart driving force required for restarting the engine;
A control unit that controls one of the first motor generator and the second motor generator so as to generate an adjustment driving force corresponding to a difference between the travel driving force and the restart driving force;
A control apparatus for a hybrid vehicle system, comprising: A hybrid vehicle system comprising: an engine that generates a driving force for driving a vehicle; a first motor generator that generates a driving force for driving the vehicle; and a second motor generator that generates a driving force for driving the vehicle. A control method,
Obtaining a driving force according to a driver's request;
Determining that the first motor generator or the second motor generator has failed;
When any one of the first motor generator and the second motor generator fails, the driving force from wheels is transmitted to the engine to restart the engine;
Obtaining a restart driving force required for restarting the engine;
Controlling either one of the first motor generator and the second motor generator so as to generate an adjustment driving force corresponding to a difference between the travel driving force and the restart driving force;
A control method for a hybrid vehicle system, comprising:

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