JP4200669B2 - Hybrid car - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention , Ha For more information on hybrid vehicles , Driving The present invention relates to a hybrid vehicle capable of traveling by output of power to a driving shaft.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a hybrid vehicle that travels by outputting power to a drive shaft includes a planetary gear connected to three axes of an engine rotation shaft, a motor rotation shaft, and another rotation shaft. It has been proposed to output required power to a drive shaft that is connected via a clutch and connected to another rotary shaft via a second clutch and a brake B1 that stops the rotation of the rotary shaft. In this hybrid vehicle, by the switching control of the first and second clutches and the brake B1, a plurality of driving modes by the combination of the engine and the motor, for example, motor driving by driving only the motor that engages the first clutch, It is possible to form a direct traveling mode between the engine and motor that engages the second clutch, a reverse mode by driving the engine and motor that engages the first clutch and the brake B1, and the like. Therefore, even when an abnormality occurs in one of the first and second clutches during traveling and the current traveling mode cannot be maintained, another traveling that can be formed by controlling the other normal clutch It is possible to perform a refuge driving in the mode.
[0003]
However, in such a hybrid vehicle, there may be a case where it is not possible to directly shift to another traveling mode that allows traveling when the first and second clutches are abnormal. For example, when the engine is stopped and the vehicle is traveling by the drive of the motor alone, if the engine rotation shaft and the drive shaft are directly connected due to the failure of the engagement of the second clutch, the engine is driven to drive away. Even so, the engine rotation cannot be started because it depends on the vehicle speed. In addition, when it is necessary to shift from one driving mode to another driving mode due to a clutch failure, it is theoretically possible to shift directly to another driving mode. The separate formation of the traveling mode transition control for every pattern for performing the avoidance traveling from the traveling modes naturally increases the traveling mode transition pattern and complicates the traveling mode transition control.
[0004]
Further, in such a conventional hybrid vehicle, for the convenience of shifting the traveling mode, when the brake B1 for stopping the rotation of the other rotating shaft is operated, a hydraulic circuit is formed so that the first clutch is forcibly engaged. Some are also available. In this hybrid vehicle, when the first clutch is disengaged and failed while the engine is stopped and the motor is driven alone to drive backward, the power transmission to the drive shaft is cut off and the power is As a result, the rotational speed of the motor increases without being output to the drive shaft. Here, when the driver depresses the accelerator pedal to apply driving force to the drive shaft, a travel mode is selected in which the brake B1 is activated to add engine power. As described above, when the brake B1 is operated, the first clutch is forcibly engaged. Therefore, when the first clutch is engaged, power transmission to the drive shaft is abruptly performed. There are cases where the comfort of a hybrid vehicle deteriorates due to wear of one clutch or the occurrence of an engagement shock.
[0005]
[Problems to be solved by the invention]
Book An object of the hybrid vehicle of the present invention is to make the transition to the retreat driving at the time of abnormality easier. Another object of the hybrid vehicle of the present invention is to make a smooth transition to the evacuation traveling at the time of abnormality.
[0006]
[Means for solving the problems and their functions and effects]
The present invention No In order to achieve at least a part of the above-mentioned object, the hybrid vehicle has taken the following measures.
[0007]
is there Hybrid unit
A hybrid unit capable of outputting power to the drive shaft,
An internal combustion engine having an output shaft;
An electric motor having a rotating shaft;
The output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the input / output shaft are connected to three axes, two of the three axes can be rotated independently, and the other one is dependent on the two axes. A rotating 3-axis power input / output means;
A plurality of connecting means capable of controlling power transmission between at least two axes of the three-axis power input / output means and the drive shaft;
An abnormality detecting means for detecting an abnormality of each of the plurality of disconnecting means;
An abnormality time relay control means for performing an operation of releasing the plurality of connection means before the control of the plurality of connection means corresponding to the abnormality when the abnormality is detected;
It is a summary to provide.
[0008]
This No In the hybrid unit, the abnormality of each of the plurality of connecting means capable of controlling the power transmission between at least two axes (for example, at least two axes including the input / output shaft) and the drive shaft in the three-axis power input / output means. When the abnormality detecting means to detect detects an abnormality, the abnormality time switching control means performs an operation of releasing the plurality of connection means before controlling the plurality of connection means corresponding to the abnormality. Even if an abnormality occurs in a part of the connection means, it is possible to eliminate the need to separately configure special processing by using the normal connection control to perform the save control in the event of an abnormality. it can. As a result, the saving control at the time of abnormality can be simplified.
[0009]
The first hybrid vehicle of the present invention is
A hybrid vehicle capable of traveling by outputting power to the drive shaft,
An internal combustion engine having an output shaft;
An electric motor having a rotating shaft;
The output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the input / output shaft are connected to three axes, two of the three axes can be rotated independently, and the other one is dependent on the two axes. A rotating 3-axis power input / output means;
First connection release means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
Second connection release means capable of connecting and disconnecting the input / output shaft and the drive shaft;
Driving mode forming means capable of forming a plurality of driving modes by controlling the operation of the internal combustion engine and the electric motor, and connection and disconnection by the first connection releasing means and the second connection releasing means;
An abnormality detecting means for detecting an abnormality of each of the first connection releasing means and the second connection releasing means;
When the abnormality is detected, Before commanding the transition to the travel mode that can be formed in response to the abnormality from the travel mode, As one of the plurality of travel modes, a neutral mode transition command for instructing the travel mode forming means to shift to a neutral mode in which connection release by the first connection release means and connection release by the second connection release means are performed. Means,
A transition command means for instructing the travel mode forming means to transition to a travel mode that can be formed in response to the abnormality from the plurality of travel modes after the transition to the neutral mode is instructed;
It is a summary to provide.
[0010]
In this first hybrid vehicle of the present invention, when an abnormality is detected by the abnormality detecting means for detecting the abnormality of each of the first connection releasing means and the second connection releasing means, the neutral mode transition command means has a plurality of traveling modes. As a mode, the travel mode forming means is instructed to shift to the neutral mode in which the connection release by the first connection release means and the connection release by the second connection release means are performed as one of the modes. Since the travel mode forming means is instructed to shift to a travel mode that can be formed in response to an abnormality from a plurality of travel modes, when the vehicle is in a travel mode, the first connection release means or the second connection Even if it is necessary to shift to another driving mode due to an abnormality in the release means, a special process for shifting to the evacuation driving at the time of abnormality is separately provided. There is no need to be formed. As a result, traveling mode transition control can be simplified.
[0011]
is there Hybrid cars
A hybrid vehicle capable of traveling by outputting power to the drive shaft,
An internal combustion engine having an output shaft;
An electric motor having a rotating shaft;
The output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the input / output shaft are connected to three axes, two of the three axes can be rotated independently, and the other one is dependent on the two axes. A rotating 3-axis power input / output means;
First connection release means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
Second connection release means capable of connecting and disconnecting the input / output shaft and the drive shaft;
An abnormality detecting means for detecting an abnormality of each of the first connection releasing means and the second connection releasing means;
When the abnormality detecting means detects an abnormality in one of the first connection releasing means and the second connection releasing means, the driving shaft is driven by at least the operation of the internal combustion engine in response to the abnormality. , Independent rotation control means for controlling the normal one of the first connection release means and the second connection release means so that the rotation of the output shaft of the internal combustion engine becomes independent,
Driving means for operating the internal combustion engine when rotation of the output shaft of the internal combustion engine becomes independent by the rotation independent control means;
It is characterized by providing.
[0012]
This No When an abnormality is detected by the abnormality detection means for detecting the abnormality of each of the first connection release means and the second connection release means, the hybrid vehicle operates at least the operation of the internal combustion engine in response to the abnormality. When the motive power is output to the drive shaft, the rotation independent control means controls the other normal so that the rotation of the output shaft of the internal combustion engine becomes independent, and the rotation independent control means controls the rotation of the output shaft of the internal combustion engine. When the operation becomes independent, the operation control means controls the operation of the internal combustion engine based on the power required for the drive shaft. Therefore, an abnormality has occurred in either the first connection release means or the second connection release means. Even if, at least, when the evacuation traveling by the operation of the internal combustion engine is possible based on the abnormality, the normal other is controlled, and the transition to the evacuation traveling by the operation of the internal combustion engine is smoothly performed. Door can be. Further, since the internal combustion engine is operated with the output shaft of the internal combustion engine being independent, the internal combustion engine can be operated more easily.
[0013]
Also, is there Hybrid cars
A hybrid vehicle capable of traveling by outputting power to the drive shaft,
An internal combustion engine having an output shaft;
An electric motor having a rotating shaft;
It is connected to the output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the input / output shaft. Two of the three shafts can operate independently, and the other one rotates depending on the two shafts. Three-axis power input / output means for
First connection release means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
Second connection release means capable of connecting and disconnecting the input / output shaft and the drive shaft;
Rotation regulation means for regulating rotation of the input / output shaft;
An interlocking operation mechanism for forcibly operating the one connection releasing means in a connected state in conjunction with the restriction of the rotation restricting means;
Based on the power required for the drive shaft, reverse integrated control means for operating the rotation restricting means and outputting integrated power for reverse travel by the internal combustion engine and the electric motor to the drive shaft;
When power for reverse travel is output to the drive shaft via the first connection release means, when the first connection release means is in a connection release state due to an abnormality, the reverse integrated control means Limiting means to limit control and
It is a summary to provide.
[0014]
This No When the hybrid vehicle outputs power for reverse travel to the drive shaft via the first connection release means, when the first connection release means is in a disconnected state due to an abnormality, the limiting means rotates. The control by the reverse integrated control means for operating the restricting means to output the integrated power for reverse running by the internal combustion engine and the electric motor is limited (for example, prohibited). When the restriction by the rotation restricting means is performed, the first connection releasing means is forcibly connected by the interlocking operation mechanism. When the power transmission by the first disconnection means is interrupted due to an abnormality during traveling by the electric motor alone, the hybrid vehicle operator usually tends to demand a large amount of power from the drive shaft. When the rotation restricting means is operated by the reverse integrated control means in order to output a large amount of reverse driving power, the first connection release means is suddenly connected, leading to wear of the first connection release means, connection shock, or the like. Based on. Therefore, in this case, by limiting the control by the reverse integrated control means, it is possible to suppress wear due to re-engagement of the first connection release means, connection shock, and the like.
[0015]
This way Ta In an hybrid vehicle, when the power for reverse travel is output to the drive shaft via the first connection release means, and the first connection release means is in a release state due to an abnormality, the internal combustion engine Power limiting means for limiting the power output from the engine and / or the electric motor may be provided. By so doing, it is possible to suppress the internal combustion engine and the electric motor from rotating at a high speed even when the first connection release means is in the abnormally released state.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 28 that is started by a starter motor 24 that is driven and controlled by a starter inverter 22 and that is operated and controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 26, as shown in FIG. 28, the planetary gear 40 to which the crankshaft 30 and the sun gear 42 are connected, the front drive motor 34 that is connected to the carrier 45 of the planetary gear 40 and is driven and controlled by the front drive inverter 32, and the input shaft 50. A CVT 60 that continuously changes the rotational speed and outputs it to the drive shaft 14 of the front wheel 12, a clutch C1 that can connect and disconnect the carrier 45 of the planetary gear 40 and the input shaft 50 of the CVT 60, and a ring gear of the planetary gear 40. 46 and CVT60 input shaft can be connected and disconnected The clutch C2, the clutch B1 that stops the rotation of the ring gear 46 of the planetary gear 40, the hydraulic circuit 54 that can supply hydraulic pressure to the clutches C1, C2, and the clutch B1, and the oil pump inverter 70 are driven and controlled. An oil pump 74 that is driven by the rotational drive of the oil pump motor 72 and supplies lubricating oil to the CVT 60; a rear drive motor 78 that is driven and controlled by the rear drive inverter 76 and outputs torque to the drive shaft 18 of the rear wheel 16; A battery 82 connected to each inverter 22, 32, 70, 76 and managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 80, a wheel speed V from a wheel speed sensor 84, and a steering angle sensor 86. Slip control and brake control are performed based on the steering angle and acceleration from the acceleration sensor 88. Electronic brake control unit (hereinafter, brake as ECU) includes a 90, the hybrid electronic control unit that controls the entire hybrid vehicle 20 of 100 (hereinafter, referred to HVECU).
[0017]
The hydraulic circuit 54 includes, for example, a solenoid valve and a hydraulic line formed between the solenoid valve and the clutches C1 and C2 and the clutch B1. In the hydraulic circuit 54, independent hydraulic lines are formed for the clutches C1 and C2, and can be operated independently. On the other hand, a hydraulic line is formed for the clutch B1 so that the hydraulic pressure acting on the clutch B1 simultaneously acts on the clutch C1. When the hydraulic pressure is supplied to the clutch B1, the clutch C1 is engaged. Regardless of the state, the clutch C1 is also forcibly engaged in conjunction with the engagement operation of the clutch B1.
[0018]
FIG. 2 is a configuration diagram showing an outline of the configuration of the power system of the front wheels 12 of the hybrid vehicle 20 of the embodiment. As shown in FIG. 2, the planetary gear 40 includes a sun gear 42, a ring gear 46, and a plurality of planetary pinion gears 44 provided therebetween. This planetary gear 40 is a so-called double-pinion type planetary gear mechanism in which two planetary pinion gears 44 arranged in series are set, and the planetary pinion gears 44 rotate while maintaining the relative relationship between the one set of planetary pinion gears 44. Is supported by the carrier 45. A crankshaft 30 of the engine 28 is connected to the sun gear 42 of the planetary gear 40 via a sun gear shaft 43, and a front drive motor 34 is connected to a carrier 45 that connects a plurality of planetary pinion gears 44 of the planetary gear 40. The rotating shaft 48 is connected.
[0019]
As shown in FIG. 2, the CVT 60 has a pair of sheaves having a substantially conical surface arranged with the substantially conical surfaces facing each other, and a pair of pulleys 62 and 64 to which an input shaft 50 and an output shaft 52 are connected, respectively. The belt 66 is stretched around. In this CVT 60, the winding radius of the belt 66 around the pulleys 62 and 64 is changed by adjusting the sheave interval, and the gear ratio can be continuously adjusted accordingly. Note that the output shaft 52 of the CVT 60 is connected to the drive shaft 14 of the front wheel 12 via a speed reducer 68.
[0020]
As shown in FIG. 1, the HVECU 100 is configured as a microprocessor centered on a CPU 102, and includes a ROM 104 that stores a processing program, a RAM 106 that temporarily stores data, an input / output port (not shown), and the like. And a communication port (not shown). The HVECU 100 can be input with the shift lever position from the shift position sensor 92, the accelerator opening AP from the accelerator opening sensor 94, and the like via an input port. Further, the HVECU 100 communicates with the engine ECU 26, the battery ECU 80, and the brake ECU 90 via the communication port, and the storage state SOC of the battery 82 from the battery ECU 80 is input via the communication port, and the accelerator opening AP and the shift The engine ECU 26 controls the operation of the engine 28 based on an output command of the engine 28 output to the engine ECU 26 based on the lever position, the wheel speed V from the brake ECU 90, and the like.
[0021]
The hybrid vehicle 20 of the embodiment configured in this manner can travel in various travel modes by switching the engagement state of the clutches C1, C2 and the clutch B1. For example, the clutch C1 is engaged and the clutches C2 and B1 are released, and a positive torque or a negative torque is output to the drive shaft 14 of the front wheels 12 by driving the front drive motor 34 alone (engine 28 stopped). A motor travel mode in which the vehicle travels forward or backward, or engages the clutches C1 and C2 and releases the clutch B1, and the crankshaft 30 of the engine 28, the rotary shaft 48 of the front drive motor 34, and the input shaft 50 of the CVT 60 Are directly connected (by rotating the three axes of the planetary gear 40 integrally), the direct drive mode in which the vehicle 28 travels forward by outputting torque from the engine 28 or the front drive motor 34 to the drive shaft 14 of the front wheel 12, and the clutch C2. Is engaged and the clutches C1 and B1 are released, and the torque output from the engine 28 is used for front drive. The torque amplifying travel mode in which the torque of the engine 28 is amplified while the reaction force torque acting on the motor 34 is canceled and output to the drive shaft 14 of the front wheels 12 is engaged, and the clutches C1 and B1 are engaged and the clutch C2 is released. The engine 28 and the front drive motor 34 drive the engine motor reverse travel mode in which a negative torque is output to the drive shaft 14 of the front wheel 12 to perform reverse travel, and the clutch C1, C2 is released to drive the drive shaft 14 of the front wheel 12. There is a neutral mode that cuts off torque transmission. Each of these travel modes is selected by the HVECU 100 based on the position of the shift lever from the shift position sensor 92, the accelerator opening AP from the accelerator opening sensor 94, the wheel speed V from the brake ECU 90, and the like.
[0022]
Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation of the save travel when an abnormality occurs in the clutch C2 will be described. FIG. 3 is a flowchart illustrating an example of a save travel control routine executed by the CPU 102 of the HVECU 100. This routine is repeatedly executed at predetermined time intervals when, for example, the engine 28 is traveling in the motor traveling mode in the stopped state as the current traveling mode.
[0023]
When the save travel control routine is executed, the CPU 102 of the HVECU 100 first reads the accelerator opening AP, the wheel speed V, the storage amount SOC, the engagement state of the clutch C2, and the like (step S100), and the engagement of the read clutch C2. Whether or not the clutch C2 is abnormally engaged is determined from the engaged state (step S102). In this determination, when the current travel mode is the motor travel mode, the clutch C2 should be disengaged. Therefore, when the clutch C2 is engaged, it is determined that the engagement is abnormal. As a result of this determination, if it is determined that the clutch C2 is not abnormally engaged, it is determined that the current motor travel mode can be maintained properly and that no retreat travel is necessary, and this routine is terminated.
[0024]
On the other hand, if it is determined that the clutch C2 is abnormally engaged, the current traveling mode of the motor cannot be maintained. It is determined that it is necessary to carry out the following processing. That is, first, processing for instructing transition from the current travel mode to the neutral mode in which the clutches C1 and C2 are released is performed (step S104). As a result, the transition process to the neutral mode is performed, but since the clutch C2 is abnormally engaged, the clutch C2 is not released and only the clutch C1 is released by the transition process to the neutral mode based on the transition command. Will be. Then, from this state (the clutch C2 is in the abnormal engagement state but the neutral mode as the travel mode), a travel mode that can be formed even when the clutch C2 is abnormally engaged, such as the above-described torque amplification travel mode, is achieved. (Step S106) and this routine is terminated. Here, after a command for shifting to the neutral mode is given once in step S104, a command for shifting to the running mode for saving is issued in step S106 in the normal mode (when the clutches C1 and C2 are normal). Since the transition process from the driving mode other than the neutral mode to the neutral mode and the transition process from the neutral mode to the other driving mode are configured as the transition process of the normal mode, the transition process of the normal state is utilized to the maximum extent. By doing so, it is not necessary to separately configure the transition process for the evacuation travel in the abnormal state, and the travel mode transition process is simplified. In step S106, the transition from the neutral mode to the torque amplification travel mode is commanded when the clutch C1 is engaged and the crankshaft 30 of the engine 28 and the rotary shaft 48 of the front drive motor 34 are Since the input shaft 50 of the CVT 60 (the drive shaft 14 of the front wheels 12) is directly connected, the stopped engine 28 is dragged and the engine 28 cannot be started, but the clutch C1 is released. This is because the crankshaft 30 of the engine 28 can rotate independently in the state in which the engine 28 is in a state in which the engine 28 can be started. When the engine 28 is started, an operation command is output to the engine ECU 26 based on the accelerator opening AP, the wheel speed V, and the storage amount SOC that are read, or operation control of the front drive motor 34 (operation control of the hybrid vehicle 20). ) Will be performed.
[0025]
According to the hybrid vehicle 20 of the embodiment described above, the clutch C2 is abnormally engaged when traveling in the motor traveling mode in the engine 28 stop state in which the clutch C1 is engaged and the clutches C2 and B1 are released. In this case, the normal clutch C1 is released by issuing a command to shift to the neutral mode so that the crankshaft 30 of the engine 28 can be rotated independently, and then the clutch C2 is retracted in an abnormally engaged state. Since the engine 28 is started by issuing a command to shift to the torque amplification travel mode in which the vehicle can travel, it is shifted to the retreat travel by the operation of the engine 28, so that it is not necessary to configure a special retreat process in the clutch abnormal state. . As a result, traveling mode transition control can be simplified.
[0026]
In the hybrid vehicle 20 of the embodiment, the application is applied to the traveling mode transition processing when traveling in the motor traveling mode that travels with the engine 28 stopped. However, the present invention is not limited to this, and is different from the motor traveling mode. When an abnormality occurs in one of the clutches C1 and C2 in the traveling mode and the current traveling mode cannot be maintained, the transition to another traveling mode that can be formed based on the abnormal state is also performed. Applicable.
[0027]
Next, the hybrid vehicle 20B of the second embodiment will be described. The hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment shown in FIG. 1 except for the processing in the HVECU 100B. Therefore, the same parts as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.
[0028]
FIG. 4 is a flowchart showing an example of a reverse control routine executed by the HVECU 100B of the hybrid vehicle 20B. This routine is repeatedly executed every predetermined time when the current travel mode is reverse travel in the motor travel mode. When this routine is executed, the CPU 102B of the HVECU 100B first reads the engagement state of the clutch C1 (step S200), and determines whether or not the clutch C1 is abnormally released from the read engagement state of the clutch C1. (Step S202). In this determination, when the current travel mode is the motor travel mode, the clutch C1 should be in an engaged state, so it is determined that the clutch C1 is abnormally released when the clutch C1 is released. To do. When it is determined in this determination that the clutch C1 is engaged, it is determined that there is no abnormality in the clutch C1, and a plurality of travel modes are determined based on the accelerator pedal opening AP, the wheel speed V, and the storage amount SOC. The travel mode in which the vehicle can travel efficiently is selected from the above (step S206), and this routine is terminated. As a result, the hybrid vehicle 20B travels in the selected travel mode.
[0029]
On the other hand, if it is determined that the clutch C1 is abnormally released, the selection of the engine motor reverse travel mode in which the engine 28 and the front drive motor 34 are driven backward is prohibited (step S204), and the engine motor reverse travel is performed. A travel mode that can be formed while the clutch C1 is abnormally released is selected from a plurality of travel modes other than the mode (step S206), and this routine ends. When the clutch C1 is abnormally released during reverse travel in the motor travel mode, power transmission from the rotary shaft 48 of the front drive motor 34 to the drive shaft 14 of the front wheels 12 is interrupted. At this time, the operator of the hybrid vehicle 20 tends to depress the accelerator pedal greatly to determine that the driving force to the driving shaft 14 of the front wheels 12 is insufficient and to output a large driving force to the driving shaft 14. Accordingly, the engine motor reverse travel mode is selected in which the driving force of the engine 28 is added in addition to the driving force of the front drive motor 34 in accordance with the opening of the accelerator pedal. Here, when the engine motor reverse travel mode is selected, the clutch B1 is engaged and the clutch C1 is forcibly reengaged in conjunction with the engagement of the clutch B1 as described above. The clutch C1 is suddenly re-engaged in a state where a larger driving force is output from the front drive motor 34. As a result, wear of the clutch C1 and engagement shock occur. Therefore, by prohibiting the selection of the engine motor reverse travel mode, the occurrence of wear or engagement shock due to sudden engagement of the clutch C1 is suppressed.
[0030]
According to the hybrid vehicle 20B of the second embodiment described above, when the clutch C1 is abnormally released during reverse travel in the motor travel mode, the engine motor reverse travel mode is selected regardless of the opening of the accelerator pedal. Therefore, the wear of the clutch C1 based on the reengagement of the clutch C1 in conjunction with the engagement of the clutch B1 in a state where a larger driving force is output by the driving of the engine 28 and the front drive motor 34. The occurrence of engagement shock can be suppressed.
[0031]
In the hybrid vehicle 20B of the second embodiment, the torque output from the engine 28 or the front drive motor 34 may be limited in accordance with a required output such as the accelerator pedal opening degree. In this way, it is possible to prevent the crankshaft 30 of the engine 28 and the rotating shaft 48 of the front drive motor 34 from rotating at a high speed during abnormal release of the clutch C1.
[0032]
In the hybrid vehicle 20B of the second embodiment, when the clutch C1 is abnormally released, the selection of the engine motor reverse travel mode is prohibited, but the difference between the rotational speeds before and after the clutch C1, that is, the rotation of the front drive motor 34 is determined. When the difference between the rotational speed of the shaft 48 and the rotational speed of the input shaft 50 of the CVT 60 is small, wear or engagement shock due to re-engagement of the clutch C1 does not occur, and therefore selection of the engine motor reverse travel mode is not prohibited. It may be a thing. The determination as to whether or not the difference between the rotational speeds before and after the clutch C1 is small is, for example, attached to the rotational speed detected by the rotational speed sensor attached to the rotational shaft 48 of the front drive motor 34 and the input shaft 50 of the CVT 60. This can be done by comparing the rotation speed detected by the rotation speed sensor. Alternatively, it is possible to measure the time from when the clutch C1 is abnormally released to when the engine motor reverse travel mode selection command is issued, and whether or not this measurement time has passed a predetermined time or more. That is, when the measurement time is short, it is determined that the rotational speed difference before and after the clutch C1 is small.
[0033]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a configuration diagram showing an outline of a configuration of a power system of a drive shaft 14 of a front wheel 12 of a hybrid vehicle 20 according to an embodiment.
FIG. 3 is a flowchart illustrating an example of a save travel control routine executed by the HVECU 100 of the hybrid vehicle 20 according to the embodiment.
FIG. 4 is a flowchart showing an example of a reverse control routine executed by the HVECU 100B of the hybrid vehicle 20B of the second embodiment.
[Explanation of symbols]
12 front wheels, 14 drive shafts, 16 rear wheels, 18 drive shafts, 20, 20B hybrid vehicle, 22 starter inverter, 24 starter motor, 26 engine ECU, 28 engine, 30 crankshaft, 32 front drive inverter, 34 front drive Motor, 40 planetary gear, 42 sun gear, 43 sun gear shaft, 44 planetary pinion gear, 45 carrier, 46 ring gear, 47 ring gear shaft, 48 rotation shaft, 50 input shaft, 52 output shaft, 54 hydraulic circuit, 60 CVT, 62 , 64 Pulley, 66 Belt, 68 Reducer, 70 Oil pump inverter, 72 Oil pump motor, 74 Oil pump, 76 Rear drive inverter, 78 Rear drive motor, 80 Battery ECU, 82 Battery, 84 Wheel speed sensor, 86 Rudder angle sensor, 8 the acceleration sensor, 90 brake ECU, 92 shift position sensor, 94 accelerator opening sensor, 100,100B HVECU, 102,102B CPU, 104 ROM, 106 RAM.

Claims (3)

A hybrid vehicle capable of traveling by outputting power to the drive shaft,
An internal combustion engine having an output shaft;
An electric motor having a rotating shaft;
The output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the input / output shaft are connected to three axes, two of the three axes can be rotated independently, and the other one is dependent on the two axes. A rotating 3-axis power input / output means;
First connection release means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
Second connection release means capable of connecting and disconnecting the input / output shaft and the drive shaft;
Driving mode forming means capable of forming a plurality of driving modes by controlling the operation of the internal combustion engine and the electric motor, and connection and disconnection by the first connection releasing means and the second connection releasing means;
An abnormality detecting means for detecting an abnormality of each of the first connection releasing means and the second connection releasing means;
When the abnormality is detected, before instructing a transition to a travel mode that can be formed in response to the abnormality from the plurality of travel modes, the first as the one of the plurality of travel modes. A connection release command means for instructing the travel mode forming means to shift to a neutral mode in which connection release by the connection release means and connection release by the second connection release means are performed;
A hybrid vehicle comprising: a transition command means for instructing the travel mode forming means to transition to a travel mode that can be formed in response to the abnormality from among the plurality of travel modes after the connection release command is issued. The hybrid vehicle according to claim 1,
  The hybrid vehicle characterized in that the plurality of travel modes are modes that can be selected even when no abnormality is detected. The hybrid vehicle according to claim 1 or 2,
  The travel mode that can be formed in response to the abnormality is a mode that outputs torque to the drive shaft.

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