JP2018070107A - Hybrid-vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular control apparatus capable of performing a reverse travel even in the case of a failure occurring to a solenoid valve involved in forming a reverse gear stage.SOLUTION: A control apparatus includes an engine, a rotary electric machine, and a staged transmission in which gear stages including a reverse stage and plural forward stages are formed by a combination of turning on and/or off operations of plural solenoid valves. The transmission includes: fail detection means for detecting a failure of at least one of a solenoid valves involved in forming the reverse stage of the gear stages; charge amount increase means for raising a charge target value of a battery from a value set before the failure, thus increasing a charge amount, in the case of the failure of at least one of the solenoid valves being detected; forward gear stage selection means for selecting a forward stage that can be formed by a combination of turning on and/or off operations of solenoid valves except for the solenoid valve in which the failure has been detected, when a reverse travel mode is selected; and rotary electric machine reverse rotation means for reverse-rotating the rotary electric machine in the state of the selected gear stage being formed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control apparatus for a hybrid vehicle, and more particularly to a control apparatus for a hybrid vehicle that outputs torque output from at least one of an engine and a rotating electrical machine to drive wheels via a stepped transmission.

  In such a hybrid vehicle, as a technique used when reverse traveling (hereinafter also referred to as reverse traveling) is necessary, for example, there is a technique described in Patent Document 1 below.

  In the technology described in Patent Document 1, a rotating electrical machine reverse mode (hereinafter referred to as a rotating electrical machine reverse) in which the speed of the stepped transmission is set to the forward speed and the vehicle travels backward by reverse rotation of the rotating electrical machine. , By setting the shift speed of the stepped transmission to a reverse speed (by forward rotation of the rotating electrical machine) and enabling selection of a transmission reverse mode (hereinafter referred to as a transmission reverse), The rotating electrical machine reverse or the transmission reverse is selected based on the prediction as to whether or not the rotational speed of the rotating electrical machine when the vehicle is traveling backward will be higher than a predetermined value.

JP 2013-91353 A

  In the technique disclosed in Patent Document 1, a hydraulic circuit that controls the shift of a stepped transmission is provided with a manual valve that operates in conjunction with a shift stage set by a shift lever, and a reverse valve of the manual valve. A switching valve that selectively connects one of the reverse speed forming oil path that forms the reverse speed or the forward speed forming oil path that forms the forward speed, and a solenoid valve that controls the switching of the switching valve; Therefore, even when the solenoid valve fails, the rotating electric machine reverse or the transmission reverse can be selected by operating the manual valve.

  However, in the case of a stepped transmission that does not include such a manual valve and that forms a shift stage including a reverse stage by a combination of ON and / or OFF operations of a plurality of solenoid valves, it is involved in the formation of the reverse stage. If any of the solenoid valves to fail fails to form the reverse gear in the stepped transmission, the hybrid vehicle may not be able to travel backward.

  The present invention has been made to solve such a problem, and it is an object of the present invention to provide a control device for a hybrid vehicle that enables reverse travel even when a failure occurs in a solenoid valve that is involved in the formation of a reverse gear. And

In order to achieve the above object, one mode of a control apparatus for a hybrid vehicle according to the present invention is:
An engine, a rotating electrical machine, and a stepped transmission provided between the engine and the rotating electrical machine and a drive wheel;
The stepped transmission is a stepped transmission in which a shift stage including a reverse stage and a plurality of forward stages is formed by a combination of on and / or off operations of a plurality of solenoid valves,
Fail detection means for detecting at least one failure of the solenoid valve involved in forming the reverse speed of the shift speed among the plurality of solenoid valves;
When at least one failure of the solenoid valve is detected by the fail detection means, the charge amount increasing means for increasing the charge target value of the battery connected to the rotating electrical machine from before the failure and increasing the charge amount;
Forward gear selection means for selecting a forward gear that can be formed by a combination of on and / or off operations of solenoid valves excluding at least one solenoid valve in which the failure is detected when the reverse travel mode is selected; ,
A rotating electrical machine reverse rotation means for rotating the rotating electrical machine in a reverse state in a state in which the speed stage selected by the forward speed stage selection means is formed;
It is characterized by providing.

  Here, in the above-described embodiment, the forward speed stage selecting means has a speed ratio of a speed stage formed by a combination of ON and / or OFF operations of solenoid valves excluding at least one solenoid valve in which a failure is detected. It is preferable that the gears are selected in order from the closest gear ratio.

  According to one aspect of the hybrid vehicle control device of the present invention, when detected by at least one failure detection means of the solenoid valve involved in forming the reverse speed of the shift speed, the charge amount increasing means The charge target value of the battery connected to the rotating electrical machine is increased from before the failure, and the charge amount is increased. When the reverse travel mode is selected, the forward shift speed selection means determines the forward shift speed that can be formed by a combination of on and / or off operations of solenoid valves excluding at least one solenoid valve in which a failure is detected. In the state where the selected gear stage is selected, the rotating electrical machine is reversely rotated by the rotating electrical machine reverse rotation means. As a result, electric power is supplied from the battery whose charge amount has been increased and the rotating electrical machine is reversely rotated, so that the hybrid vehicle can travel more reliably in reverse.

It is the schematic which shows the structure of one Embodiment of the control apparatus of the hybrid vehicle which concerns on this invention. FIG. 5 is a skeleton diagram showing a continuously variable transmission including a power split mechanism and a stepped transmission connected in series to a power transmission path between the continuously variable transmission and a drive wheel. It is an operation | movement table | surface of the stepped transmission part in FIG. It is a block diagram which shows an example of the hydraulic control circuit of the stepped transmission part in FIG. It is a block diagram which shows an example of a structure of the control system of the control apparatus of the hybrid vehicle which concerns on this invention. It is a flowchart which shows an example of the charge amount increase control performed with the control apparatus of the hybrid vehicle which concerns on this invention. It is a flowchart which shows an example of the reverse travel control performed with the control apparatus of the hybrid vehicle which concerns on this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram illustrating a main configuration of a hybrid vehicle 10 according to an embodiment of the present invention.

  A hybrid vehicle 10 according to the present embodiment is an FR (front engine / rear drive) type vehicle in which an engine 100 is installed vertically, and is connected to the engine 100 and a crankshaft 102 that is an output shaft of the engine 100 to be a power split mechanism. An electric continuously variable transmission unit (hereinafter also referred to as a first transmission unit) 200 including 210, and a stepped transmission unit connected in series to a power transmission path between the continuously variable transmission unit 200 and the drive wheel DW. (Hereinafter also referred to as a second transmission unit) 300. The continuously variable transmission 200 includes a three-shaft power split mechanism 210, a first rotating electrical machine MG1 connected to the power split mechanism 210 and capable of generating power, and a second rotary electrical machine MG2 connected to the power split mechanism 210. Contains. Further, the hybrid vehicle 10 has, as a control system, a hybrid electronic control unit (hereinafter referred to as “HVECU”) 400 that controls the entire vehicle, an engine electronic control unit (hereinafter referred to as “engine ECU”) 120 that controls the engine 100, Electronic control unit (hereinafter referred to as “MGECU”) 270 for controlling second rotating electrical machines MG1 and MG2, battery electronic control unit (hereinafter referred to as “battery ECU”) 280 for managing battery 250 to be described later, stepped transmission unit A transmission electronic control unit (hereinafter referred to as “transmission ECU”) 350 for controlling 300 is included. The HVECU 400, the engine ECU 120, the MGECU 270, the battery ECU 280, and the transmission ECU 350 are connected to be communicable with each other.

  The engine 100 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and fuel injection control and ignition are performed by an engine ECU 120 to which signals from various sensors that detect the operating state of the engine 100 are input. Control, such as control of intake air amount adjustment control. The engine ECU 120 is in communication with the HVECU 400, controls the operation of the engine 100 by a control signal from the HVECU 400, and outputs data related to the operating state of the engine 100 to the HVECU 400 as necessary.

  As shown in FIG. 2, the power split mechanism 210 in the continuously variable transmission 200 is engaged with the sun gear S0 and the sun gear S0 as an external gear, the ring gear R0 as an internal gear disposed concentrically with the sun gear S0, and the sun gear S0. A plurality of pinion gears P0 meshing with the ring gear R0 and a carrier CA0 that holds the plurality of pinion gears P0 so as to rotate and revolve freely are included. Power split device 210 is configured as a planetary gear mechanism that performs differential action using sun gear S0, ring gear R0, and carrier CA0 as rotational elements.

  The crankshaft 102 of the engine 100 is connected to the carrier CA0, the rotating shaft (output shaft) 202 of the first rotating electrical machine MG1 is connected to the sun gear S0, and the transmission shaft 212 (a stepped transmission unit described later) is connected to the ring gear R0. 300 input shafts 302) are connected. The power split mechanism 210 mechanically connects the three elements of the transmission shaft 212, the crankshaft 102, and the rotary shaft 202 of the first rotating electrical machine MG1, and any one of the three elements is a reaction force element. By doing so, it is possible to transmit power between the other two elements. For example, when first rotating electrical machine MG1 functions as a generator, power split mechanism 210 distributes power from engine 100 input from carrier CA0 to sun gear S0 side and ring gear R0 side according to the gear ratio. When first rotating electrical machine MG1 functions as an electric motor, power split device 210 receives the rotational force from engine 100 input from carrier CA0 and the first rotating electrical machine MG1 input from sun gear S0 via rotating shaft 202. The torque is integrated and output to the ring gear R0 side. The power output to the ring gear R0 is output to the drive wheels DW from the rotation shaft of the ring gear R0 via the transmission shaft 212, the input shaft 302 of the stepped transmission 300, the output shaft 304, and the differential gear DG.

  Returning to FIG. 1, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be driven as generators and can use well-known synchronous generator motors that can be driven as motors. First and second rotating electrical machines MG1, MG2 exchange power with battery 250 through inverters 241,242.

  The power line connecting inverters 241 and 242 and battery 250 includes a positive electrode bus and a negative electrode bus shared by each inverter 241 and 242. Thereby, the electric power generated by one of the first and second rotating electrical machines MG1 and MG2 can be consumed by the other rotating electrical machines MG1 and MG2. Therefore, the battery 250 is charged and discharged by the electric power generated from the first and second rotating electric machines MG1 and MG2 or the insufficient electric power. Note that the battery 250 is not charged / discharged if the power balance is balanced between the first rotating electrical machine MG1 and the second rotating electrical machine MG2.

  Both the first and second rotating electrical machines MG1, MG2 are driven and controlled by the MGECU 270. The MGECU 270 receives signals necessary for driving and controlling the first and second rotating electrical machines MG1 and MG2. These signals are, for example, signals from the MG1 rotation speed sensor 403 (resolver 272) and the MG2 rotation speed sensor 404 (resolver 274) for detecting the rotation speed of the rotors of the first and second rotating electrical machines MG1, MG2. It includes phase currents applied to the first and second rotating electrical machines MG1, MG2 detected by the current sensor 409 (not shown in FIG. 2). The MGECU 270 outputs a switching control signal to the inverters 241 and 242.

  In the continuously variable transmission 200 (power split mechanism 210) configured as described above, the output of the engine 100 is distributed to the first rotating electrical machine MG1 and the transmission shaft 212, and one of the outputs of the distributed engine 100 is distributed. Since the second rotating electrical machine MG2 is rotationally driven by the electric energy generated by the first rotating electrical machine MG1, the continuously variable transmission 200 functions as an electrical continuously variable transmission (first transmission).

  As shown in FIG. 2, the stepped transmission unit 300 constitutes a part of a power transmission path from the engine 100 to the drive wheel DW, and includes a first planetary gear device 311, a second planetary gear device 312 and a third planetary gear device 312. It is a planetary gear type multi-stage transmission that functions as a stepped automatic transmission that includes a planetary gear device 313 and mechanically sets a plurality of gear ratios in stages. The first planetary gear unit 311 is a double-pinion type gear-type planetary mechanism, which includes a sun gear S1, a plurality of double-pinion gears P1 that mesh with each other, a planetary carrier CA1 that supports the plurality of double-pinion gears P1 so as to rotate and revolve, and A ring gear R1 meshing with the sun gear S1 via the double pinion gear P1 is provided. The second planetary gear device 312 is a single-pinion type gear-type planetary mechanism, and includes a sun gear S2, a plurality of pinion gears P2 that mesh with each other, a planetary carrier CA2 that supports the plurality of pinion gears P2 so as to rotate and revolve, and a pinion gear. A ring gear R2 meshing with the sun gear S2 is provided via P2. Similarly, the third planetary gear unit 313 is a single-pinion type gear-type planetary mechanism, which includes a sun gear S3, a plurality of pinion gears P3 that mesh with each other, a planetary carrier CA3 that supports the plurality of pinion gears P3 so as to rotate and revolve, and A ring gear R3 that meshes with the sun gear S3 via the pinion gear P3 is provided.

  In the stepped transmission unit 300 in the present embodiment, the first sun gear S1 is integrally connected to the transmission shaft 212 (input shaft 302), and the first carrier CA1 is connected to the transmission case 320 via the first brake B1. The first ring gear R1 and the second ring gear R2 are integrally connected to each other and selectively connected to the transmission case 320 via the third brake B3. The second sun gear S2 is integrally connected to the third sun gear S3 and selectively connected to the transmission shaft 212 via the first clutch C1, and the second carrier CA2 is connected to the third ring gear R3. It is integrally connected and connected to the transmission shaft 212 via the second clutch C2, and is selectively connected to the transmission case 320 via the second brake B2. Further, the third carrier CA3 is coupled to the output shaft 304.

  In the stepped transmission unit 300 configured as described above, for example, a clutch-to-clutch shift is performed by releasing the disengagement side engagement device and engaging the engagement side engagement device by command control by the transmission ECU 350. As shown in the (engagement) operation table of FIG. 3 in which the continuously variable transmission unit 200 is displayed as the first transmission unit and the stepped transmission unit 300 is displayed as the second transmission unit, a plurality of gear stages (shift stages) are shown. Can be established selectively. FIG. 3 shows an engaged state or a disengaged state in each of the first and second clutches C1 and C2 and the first brake B1 to the third brake B3 and each shift speed (1st to 6th, Rev (reverse gear), N (neutral)). It is an operation | movement table | surface which shows the relationship. In the operation table of FIG. 3, a circle indicates an “engaged state”, and a blank indicates a “released state”.

  The first clutch C1, the second clutch C2, the first brake B1 to the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise distinguished) are often used in conventional automatic transmissions for vehicles. It is a hydraulic friction engagement device as an engagement element that is used, and a plurality of friction plates stacked on each other are wound around a wet multi-plate type pressed by a hydraulic actuator or an outer peripheral surface of a rotating drum In addition, one or two bands are configured by a band brake or the like in which one end of the band is tightened by a hydraulic actuator, and selectively connects the members on both sides of the band brake.

An example of a hydraulic control circuit 500 for selectively establishing a plurality of shift stages of the stepped transmission unit 300 will be described with reference to FIG. The hydraulic control circuit 500 is, for example, a mechanical oil pump 504 driven by the engine 100 and an electric oil pump 506 driven by an electric motor for sucking and feeding the hydraulic oil returned to the oil pan 502 of the transmission. It has. The hydraulic oil pressure-fed from the mechanical oil pump 504 and the electric oil pump 506 via check valves 508 and 510, respectively, is supplied to the relief-type pressure regulating valve 512 via the oil passage 514. Based on the control pressure P _SLT output from the linear solenoid valve SLT, the relief amount from the pressure regulating valve 512 is controlled, and the shift control oil passage 516 branched from the oil passage 514 is brought into the traveling state of the hybrid vehicle 10. The pressure is adjusted to the corresponding line pressure PL. The shift control oil passage 516 is in order of the first clutch C1, the second clutch C2, the first brake B1 to the third brake B3 via the first to fifth solenoid valves SL1 to SL5, respectively. It is connected to the. Here, in this embodiment, the first and second solenoid valves SL1 and SL2 are normally open type, and the third to fifth solenoid valves SL3 to SL5 are normally closed type solenoid valves.

  For example, when the Rev (reverse gear) is formed in the stepped transmission unit 300, the first brake B1 and the third brake B3 are engaged, as is apparent from the operation table of FIG. The first clutch, the second clutch C2, and the second brake B2 need to be in a disengaged state. In order to obtain the engaged state of the first brake B1 and the third brake B3 and the disengaged state of the first clutch, the second clutch C2, and the second brake B2, Of the fifth solenoid valves SL1 to SL5, the remaining solenoid valves other than the fourth solenoid valve SL4 need to be turned on. The reason is to maintain the first clutch C1, the second clutch C2, and the second brake B2 in the disengaged state while maintaining the first brake B1 and the third brake B3 in the engaged state. Requires that the normally closed third solenoid valve SL3 and the fifth solenoid valve SL5 are turned on, and that the first and second solenoid valves SL1 and SL2 that are normally open are turned on. Because. The normally closed fourth solenoid valve SL4 may remain turned off. As is clear from this, in this embodiment, the solenoid valve involved in forming the Rev (reverse gear) of the stepped transmission unit 300 is the fourth of the first to fifth solenoid valves SL1 to SL5. This is the remaining solenoid valve excluding the solenoid valve SL4.

  FIG. 5 illustrates a signal input to the HVECU 400 that controls the hybrid vehicle 10 of the present embodiment and a signal output from the HVECU 400. The HVECU 400 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. , Engine 100 via engine ECU 120, hybrid drive control for first rotating electrical machine MG1 and second rotating electrical machine MG2 via MGECU 270, charge / discharge control of battery 250 via battery ECU 280, and transmission ECU 350 Various controls such as a shift control of the stepped transmission unit 300 are executed.

  As shown in FIG. 5, the HVECU 400 includes a vehicle speed sensor 401 that detects a vehicle speed V corresponding to the rotational speed of the output shaft 304, an accelerator opening sensor 402 that detects an accelerator opening Acc that is an operation amount of an accelerator pedal, MG1 rotational speed sensor 403 (resolver 272) for detecting the rotational speed of first rotating electrical machine MG1, MG2 rotational speed sensor 404 (resolver 274) for detecting the rotational speed of second rotating electrical machine MG2, and detecting the rotational speed of output shaft 304 An output shaft rotational speed sensor 405 that detects the shift position of a shift lever (not shown), an engine rotational speed sensor 407 that detects the rotational speed of the engine 100, and a throttle that detects the opening of the throttle valve of the engine 100. An opening sensor 408 and a current sensor 40 for detecting a charge / discharge current of the battery 250 And, a battery temperature sensor 410 for detecting the temperature of the battery 250 is connected.

Similarly, as shown in FIG. 5, an engine torque command signal SE for controlling the output of the engine 100 is sent from the HVECU 400 to the engine ECU 120, and the engine ECU 120 is provided, for example, in an intake passage of the engine 100. A drive signal to a throttle actuator that manipulates the opening of the electronic throttle valve, a fuel supply amount signal that controls the fuel supply amount of the engine 100 by the fuel injection device, and an ignition signal that commands the ignition timing of the engine 100 by the ignition device, respectively Is output. Further, from the HVECU400, directs the operation of the first rotating electric machine MG1 and the second rotating electric machine MG2, MG1 torque command signal SM ₁ and the MG2 torque command signal SM ₂ is sent to MGECU270, MGECU270 the first in response to a command The current supplied to the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is controlled. Further, the HVECU 400 includes a first hydraulic control circuit 500 included in the hydraulic control circuit 500 for controlling the hydraulic actuator of the hydraulic friction engagement device (clutch C, brake B) of the stepped transmission 300 with respect to the transmission ECU 350. A valve operation command signal for operating the fifth solenoid valves SL1 to SL5 is output.

  The HVECU 400 is communicably connected to a battery ECU 280 that manages the battery 250. The battery ECU 280 is connected to a signal necessary for managing the battery 250, for example, a voltage between terminals of the battery 250, a battery by the current sensor 409. The charging / discharging current of 250, the temperature of the battery 250 by the battery temperature sensor 410, and the like are input. Data regarding the state of the battery 250 is transmitted to the HVECU 400 directly or by communication as necessary. Battery ECU 280 calculates the amount of charge (SOC) based on the integrated value of the charge / discharge current.

  A control routine of a program executed by the HVECU 400 that is the control device according to the embodiment of the present invention having the above-described configuration will be described below.

  In the hybrid vehicle 10 according to the embodiment of the present invention, the required output torque to be output to the drive wheels DW is calculated based on the accelerator opening Acc and the vehicle speed V in the normal forward travel mode. The HVECU 400 performs drive control of the engine 100, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 and shift speed switching control of the stepped transmission unit 300 so that torque is obtained.

  The HVECU 400 executes charge amount control based on the state of the solenoid valve as shown in the flowchart of FIG. 6 in this normal forward travel mode. That is, in step S600, it is determined whether or not the solenoid valve has failed. More specifically, it is whether or not at least one of the first to fifth solenoid valves SL1 to SL5 that is involved in forming the reverse gear of the gear stage has failed. As described above, when the Rev (reverse gear) is formed in the stepped transmission unit 300 of the present embodiment, the first brake B1 and the third brake B3 need to be engaged, and therefore In addition, it is determined whether any of the first to fifth solenoid valves SL1 to SL5 other than the fourth solenoid valve SL4 has failed.

  In addition, as described above, a plurality of solenoid valves for engaging the friction engagement elements are provided, and a solenoid valve for forming a gear stage having a predetermined gear ratio is determined based on which one of them is failing. Is well known (for example, Japanese Patent Application Laid-Open No. 2009-108923 and Japanese Patent Application Laid-Open No. 2009-108923). No. 2010-266026) and is not the main part of the present invention, so it will not be described in detail.

  Returning to FIG. 6, if it is determined in step S600 that any of the solenoid valves has failed (YES in step S600), the process proceeds to step S602; otherwise (NO in step S600). The process proceeds to step S604.

  In step S602, the HVECU 400 sets the charge amount SOC (1) as the target charge amount SOC (State of Charge). Here, the charge amount SOC (1) is a value (for example, 70% of the whole) higher than the normal charge amount SOC (for example, 60% of the whole) set according to the state of the vehicle, This is a value that does not exceed the upper limit of the amount SOC. Then, the HVECU 400 includes the output of the engine 100 and the regenerative charging by the first rotating electrical machine MG1 and / or the second rotating electrical machine MG2 so that the charging amount converges to the set charging amount SOC (1). Adjust and control the amount of charge.

  In step S604, HVECU 400 sets charge amount SOC (2) as target charge amount SOC. The charge amount SOC (2) is a value corresponding to the above-described normal charge amount SOC set according to the state of the vehicle, and is a value lower than the charge amount SOC (1). Similarly to the above-described case, the HVECU 400 outputs the engine 100 and the battery of the first rotating electrical machine MG1 and / or the second rotating electrical machine MG2 so that the charge amount converges to the set charge amount SOC (2). The charge amount of 250 is adjusted and controlled.

  The charge amount SOC (1) and the charge amount SOC (2) may be predetermined values adapted by experiments or the like, or may be values determined according to the state of the vehicle.

  Next, as described above, among the first to fifth solenoid valves SL1 to SL5, in a state where at least one of the solenoid valves involved in forming the reverse speed of the shift stage is failing, A reverse travel mode control routine executed by the HVECU 400 when the shift lever is operated to the R range will be described with reference to the flowchart of FIG. This control routine is executed at a predetermined cycle.

  First, in step S701, whether or not the shift lever has been operated to the R range is determined based on the presence or absence of an R range signal from the shift position sensor 406. When the R range is not selected (NO in step S701), this routine is ended. On the other hand, when the R range is selected (YES in step S701), the process proceeds to step S702, and it is determined whether or not the current charge amount SOC in the battery 250 exceeds a predetermined value A. The predetermined value A is set as a lower limit value for determining whether or not the hybrid vehicle 10 is capable of running a motor driven by the first rotating electrical machine MG1 and / or the second rotating electrical machine MG2. In step S702, when the current charge amount SOC exceeds the lower limit predetermined value A (YES in step S702), the process proceeds to step S703.

  In step S703, it is determined whether or not the first solenoid valve SL1 or the third solenoid valve SL3 is off-failed. When the first solenoid valve SL1 or the third solenoid valve SL3 is off-fail (YES in step S703), the process proceeds to step S704, where a shift stage 1st is formed, and MG2 that reversely rotates the second rotating electrical machine MG2. Make reverse output. Formation of the shift stage 1st when the first solenoid valve SL1 is off-failed is performed as follows. That is, the normally open first solenoid valve SL1 that is off-failed is used as it is, and the normally closed fifth solenoid valve SL5 is turned on, so that the first clutch C1 and the third brake B3 are turned on. The engaged state is obtained. In addition, the oil path is shut off by turning on the normally open second solenoid valve SL2, and the normally closed third and fourth solenoid valves SL3 and SL4 are maintained in the off state. The shift stage 1st is formed by obtaining the disengaged state of the clutch C2 and the first and second brakes B1 and B2.

  Further, when the third solenoid valve SL3 is off-failed, the shift stage 1st is formed by turning on the normally closed fifth solenoid valve SL5 while keeping the normally open first solenoid valve SL1 off. By doing so, the engaged state of the first clutch C1 and the third brake B3 is obtained, and the oil path is shut off by turning on the normally open second solenoid valve SL2, and the normally closed type is turned off. By using the third solenoid valve SL3 of the fail as it is and maintaining the normally closed type fourth solenoid valve SL4 in the OFF state, the second clutch C2 and the first and second brakes B1 and B2 are not turned on. Obtained and engaged. On the other hand, when the first solenoid valve SL1 or the third solenoid valve SL3 has not failed (NO in step S703), the process proceeds to step S705.

  In step S705, it is determined whether or not the fifth solenoid valve SL5 is off-fail. When the fifth solenoid valve SL5 is off-fail (YES in step S705), the process proceeds to step S706, where the gear stage 2nd is formed, and the MG2 reverse output that reversely rotates the second rotating electrical machine MG2 is performed. Formation of the gear stage 2nd when the fifth solenoid valve SL5 is off-failed is performed as follows. That is, by turning off the normally open first solenoid valve SL1 and turning on the normally closed fourth solenoid valve SL4, the engagement state of the first clutch C1 and the second brake B2 is obtained, Further, the normally open second solenoid valve SL2 is turned on, the normally closed third solenoid valve SL3 is turned off, and the normally closed fifth solenoid valve SL5 that is off-failed is used as it is. By cutting off the oil passage and obtaining the disengaged state of the second clutch C2, the first and third brakes B1, B3, the gear stage 2nd is formed. On the other hand, when the fifth solenoid valve SL5 is not off-fail (NO in step S705), the process proceeds to step S707.

  Further, in step S707, it is determined whether or not the second solenoid valve SL2 is off-fail. When the second solenoid valve SL2 is off-fail (YES in step S707), the process proceeds to step S708, where a gear stage 4th is formed, and MG2 reverse output that reversely rotates the second rotating electrical machine MG2 is performed. Formation of the gear stage 4th when the second solenoid valve SL2 is off-fail is performed as follows. That is, the normally open second solenoid valve SL2 that has been off-failed is used as it is and the normally open first solenoid valve SL1 is turned off, so that the first clutch C1 and the second clutch C2 are turned off. The engaged state is obtained. Further, by turning off the normally closed third to fifth solenoid valves SL3 to SL5, the oil passage is shut off, and the disengaged state of the first to third brakes B1 to B3 is obtained. 4th is formed.

  As a result, when the MG2 reverse output is performed by reversely rotating the second rotating electrical machine MG2 in each of the above-described steps S704, S706, and S708, the charge amount SOC (higher than the normal charge amount SOC (2) ( Since the target is set and charged in 1) and the second rotating electrical machine MG2 is reversely rotated by being supplied with power from the battery 250 whose charge amount has been increased, the hybrid vehicle 10 can reliably travel backward.

  In the present embodiment, when at least one of the solenoid valves involved in forming the reverse gear of the shift gear is in a failed state, when the shift lever is operated to the R range, at least the failure is detected. A forward shift stage that can be formed by a combination of on and / or off operations of any one of the remaining solenoid valves excluding one solenoid valve is selected, and in the state where the selected shift stage is formed, the rotating electric machine Reversely rotated.

  At this time, in this embodiment, the order of the selected gear position is the order of the gear position close to the gear ratio of the reverse gear (for example, 4.0) (for example, 1st where the gear ratio is near 4 and the gear ratio is 3). (2nd in the vicinity, gear ratio in the order of 4th in the vicinity of 2, etc.) are selected), so that there is a possibility that a gear stage with a large gear ratio can be selected that can reduce the output torque by the rotating electrical machine. Become big. As a result, less power is supplied from the battery 250 to drive the rotating electrical machine, and the driving time can be increased, so that the hybrid vehicle 10 can travel more reliably backward.

  Note that the output torque of the rotating electrical machine described above may be changed in accordance with the gear ratio of the selected gear stage so that the output torque from the output shaft 304 is constant in order to improve drivability. That is, for example, when a gear stage 1st with a large gear ratio is selected, the output torque by the rotating electrical machine is reduced, and when a gear stage 4th with a gear ratio smaller than the gear stage 1st is selected, the rotating machine 1 The output torque is increased accordingly.

  By the way, in the above-described embodiment, it is determined in step S702 of the flowchart of FIG. 7 whether or not the current charge amount SOC exceeds the predetermined value A of the lower limit value, and when it exceeds the predetermined value A, the process proceeds to step S703. Yes. In this embodiment, when the failure of the solenoid valve is detected, the battery charge target value is increased and changed from before the failure, so that the current charge amount SOC does not exceed the lower limit predetermined value A. In the unlikely event that it occurs, in the case of NO in step S702, the process proceeds to step S709, where the shift lever is displayed on the display to operate the P range, The driver is prompted to charge the battery 250.

  It should be noted that what has been described above is merely an embodiment, and the present invention can be implemented in a mode in which various changes and improvements are added based on the knowledge of those skilled in the art.

100 engine 120 engine ECU
200 continuously variable transmission 210 power split mechanism (planetary gear)
MG1 First rotating electrical machine MG2 Second rotating electrical machine 270 MGECU
250 battery 280 battery ECU
300 Stepped Transmission Unit SL1 to SL5 First to Fifth Solenoid Valves 350 Transmission ECU
400 Hybrid electronic control unit (HVECU)

Claims (1)

An engine, a rotating electrical machine, and a stepped transmission provided between the engine and the rotating electrical machine and a drive wheel;
The stepped transmission is a stepped transmission in which a shift stage including a reverse stage and a plurality of forward stages is formed by a combination of on and / or off operations of a plurality of solenoid valves,
Fail detection means for detecting at least one failure of the solenoid valve involved in forming the reverse speed of the shift speed among the plurality of solenoid valves;
When at least one failure of the solenoid valve is detected by the fail detection means, the charge amount increasing means for increasing the charge target value of the battery connected to the rotating electrical machine from before the failure and increasing the charge amount;
Forward gear selection means for selecting a forward gear that can be formed by a combination of on and / or off operations of solenoid valves excluding at least one solenoid valve in which the failure is detected when the reverse travel mode is selected; ,
A rotating electrical machine reverse rotation means for rotating the rotating electrical machine in a reverse state in a state in which the speed stage selected by the forward speed stage selection means is formed;
A control apparatus for a hybrid vehicle, comprising:

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