JP4301196B2 - Hybrid vehicle power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To discriminate a troubled portion when a rotational defect occurs in a motor without disassembling a power output device in which the power of an engine and the motor is divided by a planetary gear mechanism. <P>SOLUTION: A power dividing mechanism 60 formed of the planetary gear mechanism transmits the power between motor generators MG1 and MG2 and the engine 10. The engine 10 is started by the rotating drive force of the motor generator MG1 without installing a dedicated starter. An ECU 90 detects the abnormal rotation of the motor generator MG1 by monitoring the rotational speed data on the motor generators MG1 and MG2 and the engine 10 in starting the engine. When the defective rotation is detected, a trouble diagnosing traveling mode for discriminating whether the trouble portion is present in the motor generator MG1 or the planetary gear mechanism is executed by analyzing the rotational speed data in running the engine by a power from the motor generator MG2. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output device for a hybrid vehicle, and more particularly to a power output device that performs power split of an engine and a motor by a planetary gear mechanism.

In recent years, hybrid vehicles equipped with a power output device using an engine and a motor as power sources have been proposed in order to reduce fuel consumption of the engine. Various systems such as a series system and a parallel system have been proposed for such a hybrid power output apparatus, but a series-parallel hybrid system in which an engine and two motors are connected by a planetary gear mechanism is proposed. Yes. In such a series-parallel hybrid system, input / output of power of an engine and a motor is controlled by a power split mechanism configured by a planetary gear mechanism (for example, Patent Documents 1 and 2).
JP 2000-184506 A Japanese Patent Application Laid-Open No. 11-301291 JP 2004-159393 A

  However, in such a power output apparatus, since the engine and the motor operate cooperatively, if a rotation failure of the motor is detected, the motor itself is not rotating correctly due to a foreign object or the like, or It is difficult to detect from the outside whether the planetary gear mechanism is seized due to poor lubrication or the like, resulting in poor rotation.

  Therefore, when such a failure occurs, it is necessary to identify the faulty part and replace the parts by disassembling the power output device, and there is a problem in terms of prompt user notification of the fault condition and shortening of the repair time. .

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power output device that performs power splitting of an engine and a motor by a planetary gear mechanism in the event of a motor rotation failure. It is to identify the site primarily without disassembling the device.

  Another object of the present invention is to accurately and quickly detect a failure of the planetary gear mechanism that occurs during vehicle travel without disassembling the device.

A power output apparatus according to the present invention is a power output apparatus for a hybrid vehicle that outputs power to a drive shaft, and includes a three-shaft power split mechanism, an engine, a first motor generator, and a second motor generator. , Start means, abnormality detection means, failure diagnosis mode transition means, failure diagnosis mode transition means, and failure location determination means. The three-shaft power split mechanism is composed of a planetary gear mechanism coupled to the first to third shafts, the drive shaft is coupled to the third shaft, and the first to third shafts When power is input / output with respect to any two axes, power determined based on the input / output power is input / output with respect to the remaining one shaft. The engine has a rotating shaft coupled to the first shaft, and outputs power to the first rotating shaft by the combustion of fuel. The first motor generator has a rotating shaft coupled to the second shaft, and can input / output power to / from the second shaft. The second motor generator has a rotating shaft coupled to the third shaft, and can input / output power to / from the third shaft. The starting means starts the engine by rotationally driving the engine through the power split mechanism by the first motor generator. The abnormality detecting means detects a rotation abnormality of the first motor generator based on the speed monitoring of the first motor generator when the driving means for the first motor generator is issued by the starting means. When an abnormality is detected by the failure diagnosis mode transition means and the abnormality detection means, an instruction to shift to the failure diagnosis mode in which the vehicle travels in a predetermined speed pattern is performed by the power from the second motor generator without driving the engine. The failure location determination means is configured to detect whether a failure has occurred in any of the first motor generator and the planetary gear mechanism based on the rotational speeds of the engine, the first motor generator, and the second motor generator during execution of the failure diagnosis mode. It is determined whether it is.

  According to the power output device described above, the rotation abnormality of the first motor generator is automatically detected based on the rotation speed when the engine is started, and the rotation speed is set to the rotation speed by executing the failure diagnosis mode when the rotation abnormality is detected. Based on this, it is possible to determine which of the first motor generator and the planetary gear mechanism (power split mechanism) is the failure point. Therefore, it is possible to promptly notify the driver of failure information when the first motor generator rotation is abnormal without disassembling the power output device, and it is possible to shorten the repair time based on the failure information.

  Preferably, in the power output apparatus of the present invention, the failure location determination means includes a first failure determination means and a second failure determination means. The first failure determination means is configured such that when the failure diagnosis mode is executed, the rotation speed of the first motor generator does not increase to a predetermined value, and the rotation speed of the engine increases according to the rotation speed of the second motor generator. It is determined whether or not a first failure state occurs. The second failure determination means further issues a drive command to the first motor generator when the occurrence of the first failure state is determined by the first failure determination means, and the rotational speed of the first motor generator. When the motor does not rise in response to the drive command, a failure of the first motor generator is detected.

  According to the power output apparatus described above, when a malfunction in the first motor generator itself is suspected when rotation abnormality of the first motor generator is detected, a start command is issued to the first motor generator. In this configuration, it is determined whether or not a rotation failure has occurred. For this reason, it is possible to increase the reliability by suppressing the risk of erroneous detection of the failure of the first motor generator by software processing based on the rotational speed data.

  More preferably, in the power output apparatus according to the present invention, the failure location determination unit further includes a third failure determination unit, and the third failure determination unit is configured to determine whether or not the first failure state is detected by the first failure determination unit. When occurrence is determined, a failure of the planetary gear mechanism is detected when the engine, the first motor generator, and the second motor generator have rotation speeds within a common predetermined range.

  According to the power output apparatus described above, when it is determined that there is no failure in the first motor generator itself when the rotation abnormality of the first motor generator is detected, it is determined whether or not the planetary gear mechanism has failed. It can be determined with high reliability based on numerical data.

  Preferably, in the power output apparatus according to the present invention, the failure location determination means includes third failure determination means, and the third failure determination means includes the engine, the first motor generator, and the When the rotation speed of the second motor generator is within a common predetermined range, a failure of the planetary gear mechanism is detected.

  According to the power output apparatus described above, whether or not the planetary gear mechanism has a failure can be determined with high reliability based on the rotation speed data when the rotation abnormality of the first motor generator is detected.

  More preferably, in the power output apparatus of the present invention, the second failure determination means is configured to detect a failure of the first motor generator when the rotational speed of the first motor generator given the drive command is equal to or lower than a predetermined speed. When the rotational speed exceeds a predetermined speed, the abnormality detection means is activated again.

  According to the power output device described above, when the failure of the first motor generator cannot be assured, the rotation abnormality detection of the first motor generator is executed again. The risk of false detection can be reduced.

  More preferably, in the power output apparatus according to the present invention, the third failure determination means may be configured so that the planetary gear mechanism has a rotation speed when the rotational speeds of the engine, the first motor generator, and the second motor generator are within a predetermined range. On the other hand, when the number of revolutions is outside the predetermined range while detecting a failure, the abnormality detecting means is activated again.

  According to the power output device described above, when the planetary gear mechanism cannot be surely broken, the rotation abnormality detection of the first motor generator is performed again. Risk can be reduced.

  Alternatively, more preferably, in the power output apparatus according to the present invention, the abnormality detection means compares the rotation speed of the first motor generator with a predetermined speed in a state where a drive command is issued to the first motor generator. When the rotation is repeatedly performed a predetermined number of times in a cycle and the rotation speed is continuously equal to or lower than the predetermined speed in the comparison of the plurality of times, a rotation abnormality of the first motor generator is detected.

  According to the power output apparatus described above, the rotation abnormality of the first motor generator is detected only when the predetermined abnormality detection condition is continuously generated for a predetermined period, so that the rotation of the first motor generator is detected. The risk of false detection of abnormalities can be reduced.

  Further preferably, the abnormality detection means operates when a driving command for the first motor generator is issued by the starting means when the hybrid vehicle is stopped.

  According to the hybrid vehicle power output apparatus described above, a failure that causes rotation abnormality of the first motor generator (such as seizure due to poor lubrication in the planetary gear mechanism or the rotor of the first motor generator) suddenly occurs during traveling. Cases that occur are unlikely to occur, and efficient failure detection can be performed in consideration of the high possibility of occurrence due to sticking between parts in a low temperature state when the vehicle is stopped.

  A power output device according to another configuration of the present invention is a power output device for a hybrid vehicle that outputs power to a drive shaft, and includes a three-shaft power split mechanism, an engine, a first motor generator, and a second power generator. Motor generator, fault temporary detection means, engine operating point change instruction means, and fault detection means. The three-shaft power split mechanism is composed of a planetary gear mechanism coupled to the first to third shafts, the drive shaft is coupled to the third shaft, and the first to third shafts When power is input / output with respect to any two axes, power determined based on the input / output power is input / output with respect to the remaining one shaft. The engine has a rotating shaft coupled to the first shaft, and outputs power to the first rotating shaft by the combustion of fuel. The first motor generator and the second shaft are coupled to the rotating shaft so that power can be input to and output from the second shaft. The second motor generator and the third shaft are coupled to the rotating shaft so that power can be input to and output from the third shaft. The temporary failure detection means detects a failure of the planetary gear mechanism when a state in which the rotational speed difference between the engine, the first motor generator, and the drive shaft is within a predetermined range continues for a predetermined period while the hybrid vehicle is traveling. Detect temporarily. The engine operating point change instructing means instructs to change the engine operating point so as to change the engine rotational speed command value when the failure of the planetary gear mechanism is primarily detected by the temporary failure detecting means. The failure detection means determines whether or not the engine, the first motor generator, and the rotational speed of the drive shaft correspond to an abnormal state assumed when the planetary gear mechanism fails after the engine operating point change instruction by the engine operating point change instruction means. Based on this, the failure of the planetary gear mechanism is detected.

  According to the power output device described above, it is considered that the minimum speed difference state (uniform speed state) of the engine, the first motor generator, and the drive shaft, which occurs when a failure of the planetary gear mechanism is detected, can occur even in the normal operation state. If a uniform speed state is detected during traveling, the engine operating point (rotation speed region) is instructed to be changed, and then the engine, the first motor generator, and the drive shaft after the operating point change instruction is issued. The failure detection of the planetary gear mechanism is determined based on whether the speed state corresponds to an abnormal state assumed when the planetary gear mechanism fails.

  Therefore, it is possible to detect the failure of the planetary gear mechanism that has occurred during traveling at an early stage while preventing erroneous detection as compared with the failure diagnosis method based only on the occurrence monitoring of the uniform speed state.

  Preferably, in the power output apparatus according to another configuration of the present invention, the engine operating point change instructing means has a predetermined engine speed at which the engine speed at the time when the failure of the planetary gear mechanism is primarily detected by the temporary failure detecting means. When it is above, it includes means for changing the engine speed command value so that the engine speed becomes lower than the predetermined speed. The failure detection means includes a first state in which the engine speed cannot be changed following the change of the engine speed command value after the change of the engine speed command value by the engine operating point change instruction means, the engine, Means for detecting a failure of the planetary gear mechanism when both the second state in which the rotational speed difference between the motor generator and the drive shaft is within a predetermined range have occurred continuously for a predetermined time.

  Preferably, the engine operating point change instructing means is in a non-stop state when the failure of the planetary gear mechanism is first detected by the temporary failure detection means, and the engine speed is a predetermined speed. Means for changing the engine speed command value to stop the engine when the number is less than the number is included. The failure detection means includes a first state in which the engine speed cannot be changed following the change of the engine speed command value after the change of the engine speed command value by the engine operating point change instruction means, the engine, Means for detecting a failure of the planetary gear mechanism when both the second state in which the rotational speed difference between the motor generator and the drive shaft is within a predetermined range occur continuously for a predetermined time.

  According to the power output device described above, when the engine is not stopped when the failure of the planetary gear mechanism is primarily detected by the temporary failure detection means, it is assumed that the engine rotational speed command value is changed. In an abnormal state, specifically, when a lock failure occurs in the planetary gear mechanism, a mass is applied to the drive shaft, and the rotation of the first motor generator and the engine is dragged to the drive shaft. The state in which the command value after the change cannot be followed (the first state), and even if the first motor generator outputs torque to make the engine speed follow the command value after the change, The failure of the planetary gear mechanism can be accurately detected by detecting the occurrence of the state (second state) in which the speed difference between the motor generator 1 and the drive shaft is minimized.

  More preferably, the power output apparatus according to another configuration of the present invention further includes power output maintaining means. The power output maintaining means instructs an increase in the output of the second motor generator so as to compensate for an engine output decrease due to the change of the operating point when the engine operating point is changed by the engine operating point change instructing means.

  According to the power output apparatus described above, the decrease in the engine output accompanying the change in the engine operating point for detecting the failure of the planetary gear mechanism can be compensated by the increase in the output of the second motor generator, so that the drivability of the vehicle can be maintained.

  Preferably, in the power output apparatus according to another configuration of the present invention, the engine operating point change instructing means is when the engine is stopped when the failure of the planetary gear mechanism is first detected by the temporary failure detecting means. And means for issuing a start instruction to the engine. Furthermore, the power output device further includes vehicle speed increasing means. The vehicle speed increasing means increases the speed of the hybrid vehicle by the power output from the second motor generator when the engine cannot be started even when the engine operating point change instruction means is issued. Further, the failure detection means is configured to detect the planetary gear when the speed difference between the first motor generator and the drive shaft remains within a predetermined range after the hybrid vehicle speed is increased by the vehicle speed increasing means. Means for detecting a failure of the mechanism.

  According to the power output apparatus described above, when the engine is stopped at the time when the failure of the planetary gear mechanism is first detected by the temporary failure detection means, the mass on the drive shaft remains even when the engine start command is generated. An abnormal state that occurs because the rotation of the first motor generator and the engine is dragged to the drive shaft, specifically, the engine cannot be started even if a start command is generated, and the second motor generator outputs Even after the vehicle speed rises, the engine, the first motor generator, and the drive shaft have a minimum speed difference state, so that the failure of the planetary gear mechanism can be accurately detected.

  According to the power output apparatus for a hybrid vehicle according to the present invention, in a configuration in which the power of the engine and the motor is divided by the planetary gear mechanism, the failure portion at the time of motor rotation failure is accompanied by disassembly of the apparatus by software processing based on the rotation speed data. Can be identified primarily without any problems.

  Further, according to the power output device for a hybrid vehicle according to the present invention, it is possible to accurately and quickly detect a failure of the planetary gear mechanism that has occurred while the vehicle is traveling without disassembling the device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

[Embodiment 1]
FIG. 1 is a block diagram showing a configuration of a power output apparatus (hereinafter referred to as “hybrid power output apparatus”) for a hybrid vehicle according to the present invention.

  Referring to FIG. 1, hybrid power output apparatus 100 according to an embodiment of the present invention includes an engine 10, a battery 20, an inverter 30, wheels 40a, a transaxle 50, an ECU (Electronic Control Unit) 90, and the like. Is provided.

  The engine 10 generates driving force using combustion energy of fuel such as gasoline as a source. The battery 20 supplies DC power to the power line 51. The battery 20 is composed of a rechargeable secondary battery, and typically, a nickel-hydrogen storage battery, a lithium ion secondary battery, a large-capacity capacitor (capacitor), or the like is applied.

  The inverter 30 converts the DC power supplied from the battery 20 to the power line 51 to AC power and outputs the AC power to the power line 53. Alternatively, the inverter 30 converts AC power supplied to the power lines 52 and 53 into DC power and outputs the DC power to the power line 51.

  Transaxle 50 includes a transmission and an axle (axle) as an integral structure, and includes a power split mechanism 60, a reduction gear 70, a motor generator MG1, and a motor generator MG2.

  Power split device 60 can split the driving force generated by engine 10 into a path for transmitting to drive shaft 45 for driving wheel 40a via speed reducer 70 and a path for transmitting to motor generator MG1. Instead of the speed reducer 70, a transmission capable of switching the gear ratio in a plurality of stages may be provided.

  Each of motor generators MG1 and MG2 can function as both a generator and an electric motor, but motor generator MG1 is generally called a “generator” because it often operates as a generator. Since it operates as an electric motor, it is sometimes called an “electric motor”.

  Motor generator MG1 is rotated by the driving force from engine 10 transmitted via power split mechanism 60 to generate electric power. The electric power generated by motor generator MG1 is supplied to inverter 30 via electric power line 52, and is used as charging electric power for battery 20 or as driving electric power for motor generator MG2.

  Motor generator MG2 is rotationally driven by AC power supplied from inverter 30 to power line 53. The driving force generated by motor generator MG2 is transmitted to drive shaft 45 through reduction gear 70. It should be noted that wheels (not shown) other than the wheel 40a driven by the drive shaft 45 may be merely driven wheels, but are further configured to be driven by another motor generator (not shown), so-called. An electric four-wheel drive system may be configured.

  Further, when the motor generator MG2 is rotated as the wheels 40a are decelerated during the regenerative braking operation, the electromotive force (AC power) generated in the motor generator MG2 is supplied to the power line 53. In this case, the inverter 30 converts the AC power supplied to the power line 53 into DC power and outputs it to the power line 51, whereby the battery 20 is charged.

  The ECU 90 controls the overall operation of the equipment / circuit group mounted on the vehicle in order to drive the vehicle on which the hybrid power output device 100 is mounted according to the driver's instruction. The ECU 90 is typically composed of a microcomputer and a memory (RAM, ROM, etc.) for executing a predetermined sequence and a predetermined calculation programmed in advance.

  Next, mechanical distribution of the driving force using the planetary gear by the power split mechanism 60 will be described with reference to FIGS. 2 and 3. FIG. 3 is a cross-sectional view of the planetary gear mechanism 150 shown in FIG.

  Referring to FIGS. 2 and 3, planetary gear mechanism 150 constituting power split mechanism 60 includes a plurality of pinion gears 160, sun gear 170, and ring gear 180. The sun gear 170 and the ring gear 180 are gears having coaxial rotation axes.

  Sun gear shaft 172 to / from which the rotational force of sun gear 170 is input / output is connected to the rotation shaft (ie, rotor) of motor generator MG1. Ring gear shaft 182 to / from which the rotational force of ring gear 180 is input / output is coupled to the rotation shaft (ie, rotor) of motor generator MG2.

  The ring gear shaft 182 is further connected to a chain drive sprocket 190 that constitutes the speed reducer 70. The chain drive sprocket 190 is connected to the chain driven sprocket 192 by a chain 195. The chain driven sprocket 192 is coupled to a counter drive gear 198 coupled to the drive shaft 45. Thereby, the rotation of the ring gear 180 is transmitted to the drive shaft 45 in accordance with a predetermined reduction ratio (gear ratio) of the reduction gear 70.

  The plurality of pinion gears 160 are arranged between the sun gear 170 and the ring gear 180, and each revolves while rotating on the outer periphery of the sun gear 170. The revolution force of each pinion gear 160 is given as the rotational force of the planetary carrier 165 by the planetary carrier shaft 162. Planetary carrier shaft 162 is connected to engine rotation shaft 110.

  In the planetary gear mechanism 150, when the rotational speed of any two of the three shafts of the sun gear shaft 172, the ring gear shaft 182 and the planetary carrier shaft 162 and the torque input to and output from these shafts are determined, The rotational speed of one axis and the torque input / output to / from the rotational axis are determined.

  Referring to FIG. 3, the plurality of pinion gears 160 revolve while rotating on the outer periphery of sun gear 170 by the rotation force of engine rotation shaft 110 rotating planetary carrier 165. As the planetary carrier 165 rotates, the sun gear 170 and the ring gear 180 rotate, so that the power from the engine rotation shaft 110 is transmitted to the outer ring gear 180 and the inner sun gear 170 through the pinion gear 160. Thereby, the driving force by engine 10 is divided into the rotational driving force of drive shaft 45 and the rotational driving force of motor generator MG1.

  The relationship between the configuration shown in FIGS. 2 and 3 and the configuration of the present invention will be described. The planetary carrier shaft 162 corresponds to the “first shaft in the power split mechanism” in the present invention, and the sun gear shaft 172 This corresponds to the “second shaft in the power split mechanism” in the present invention, and the ring gear shaft 182 corresponds to the “third shaft in the power split mechanism” in the present invention. The drive shaft 45 corresponds to the “drive shaft” in the present invention. Motor generator MG1 corresponds to the “first motor generator” in the present invention, and motor generator MG2 corresponds to the “second motor generator” in the present invention.

  The hybrid vehicle having the hybrid power output device 100 described above outputs power corresponding to the required power to be output to the drive shaft 45 from the engine 10 during driving, and drives the output power via the power split mechanism 60. It is transmitted to the shaft 45. At this time, for example, when the engine rotation shaft 110 rotates at a high rotation speed and a low torque with respect to the required rotation speed and the required torque to be output from the drive shaft 45, the power output from the engine 10 is reduced. A part is transmitted to motor generator MG1 through power split mechanism 60. Motor generator MG1 generates power using the transmitted power, and motor generator MG2 is driven by the generated power. Torque is applied to drive shaft 45 via ring gear 180 by driving motor generator MG2.

  Conversely, when the engine rotation shaft 110 is rotating at a low rotation speed and a high torque with respect to the required rotation speed and the required torque to be output from the drive shaft 45, a part of the power output from the engine 10 is obtained. Is transmitted to motor generator MG2 via power split mechanism 60, and electric power is recovered by motor generator MG2. The motor generator MG1 is driven by the collected electric power, and torque is applied to the sun gear 170.

  As described above, by adjusting the power exchanged in the form of electric power through motor generators MG1 and MG2, the power output from engine 10 can be output from drive shaft 45 as a desired rotational speed and torque. it can. A part of the electric power collected by motor generator MG1 or MG2 can be stored in battery 20. It is also possible to drive motor generator MG1 or MG2 using the electric power stored in battery 20.

  Based on the operation principle as described above, during steady running, for example, the engine 10 is used as a main drive source, and the vehicle runs using the power of the motor generator MG2. Thus, by running with both engine 10 and motor generator MG2 as drive sources, engine 10 can be operated at an operating point with high operating efficiency according to the required torque and the torque that can be generated by motor generator MG2. . Therefore, the hybrid vehicle is superior in resource saving and exhaust purification compared to a vehicle using only the engine 10 as a drive source.

  On the other hand, since the rotation of engine rotation shaft 110 can be transmitted to motor generator MG1 via power split mechanism 60, it is possible to travel while generating power with motor generator MG1 by operating engine 10.

  FIG. 4 is a collinear diagram illustrating the operation of the hybrid power output apparatus 100 in each operation state.

  Referring to FIG. 4, engine 10 and motor generators MG <b> 1 and MG <b> 2 are stopped when the vehicle indicated by reference numeral 210 is stopped.

  When the engine shown by reference numeral 220 is started, the engine 10 is started by using the motor generator MG1 as a generator as a starter. When engine 10 is started, motor generator MG1 starts its power generation at an increased rotational speed, and the generated power is supplied to motor generator MG2 and used for acceleration.

  During steady running indicated by reference numeral 230, the vehicle runs mainly with the output of the engine 10, so almost no power generation is required, and the rotational speed of the motor generator MG1 decreases.

  When accelerating from steady running, as shown by reference numeral 240, acceleration is performed by increasing the number of revolutions of engine 10 and causing motor generator MG1 to generate electric power, thereby adding the driving force of motor generator MG2. Thus, by controlling the rotation of the motor generator MG1, the engine speed can be changed and a part of the engine output is transmitted to the motor generator MG2 (electric motor) via the motor generator MG1 (generator). be able to. That is, the power split mechanism 60 has the function of a continuously variable transmission.

  In the hybrid vehicle, the engine 10 is automatically stopped when the vehicle is stopped, while its start timing is controlled by the ECU 90 according to the driving situation.

Specifically, at the time of starting and at low loads such as when driving at a low speed or when going down a gentle hill, the vehicle is driven by the driving force of the motor generator MG2 without starting the engine 10 in order to avoid a region where the engine efficiency is low. To do. And when it will be in the driving | running state which requires a driving force more than fixed, the engine 10 is started. However, when it is necessary to drive the engine 10 for warming up or the like, the engine 10 is started in a no-load state at the time of starting and is driven at idling rotational speed until a desired warming is achieved.

Further, the ECU 90 performs control to maintain the battery 20 in a constant state of charge, and when the decrease in the battery charge amount is detected by monitoring the SOC (State of Charge) or the like, the basic engine 10 and motor described above. In addition to the operating conditions of generator MG2, engine 10 is operated to charge battery 20 by driving motor generator MG1.

  By adopting a configuration in which engine 10 is started by motor generator MG1 through power split mechanism 60, a starter dedicated to starting is not required, so the number of parts is reduced and the power output apparatus is made inexpensive. However, in such a configuration, if a so-called “MG1 lock abnormality” does not occur even if a start torque command is given to motor generator MG1, the engine cannot be started normally.

  When the MG1 lock is abnormal, normal driving is impossible, and vehicle repair is necessary. However, it is determined whether the cause of the MG1 lock abnormality is rotation failure due to rotor seizure of motor generator MG1 or rotation failure due to seizure between gears in the planetary gear mechanism constituting power split mechanism 60, that is, failure. If the location is not determined, it is necessary to perform repair work again after determining the failure location due to disassembly of the power output device, so that the repair time is prolonged.

  For this reason, it is desirable to perform primary determination of the fault location by software by externally monitoring the rotational speed without disassembling the device. Careful consideration should be given to avoid distrust.

  In the following, a failure diagnosis method for MG1 lock abnormality in the hybrid power output apparatus according to the present invention will be described.

  The causes of MG1 lock abnormality include the possibility of seizure due to poor lubrication in the planetary gear mechanism and the possibility of seizure of the rotor in motor generator MG1, both of which occur suddenly during travel. The possibility is low, and there is a high possibility that it will occur when the parts are stuck in a low temperature state when the vehicle is stopped. For this reason, it is efficient to detect the MG1 lock abnormality when the vehicle is started.

  Therefore, the MG1 lock failure diagnosis in the hybrid power output apparatus according to the present invention is executed as part of a startup sequence programmed in advance in ECU 90 when an instruction to start the engine is also given when the vehicle is started.

  5 and 6 are flowcharts for explaining the MG1 lock failure diagnosis method in the hybrid power output apparatus according to the present invention.

  Referring to FIG. 5, as described above, since the engine is started by motor generator MG1 when the engine is started, the torque command value of motor generator MG1 is set to a predetermined torque Ts (step S100).

When the engine start is instructed, an abnormality detection step S110 for determining whether or not there is an abnormality in the rotational behavior of motor generator MG1, that is, whether or not MG1 lock is abnormal is executed. Abnormality detection step S110 includes step S114 for detecting abnormality of motor generator MG1 system based on the rotational speed of motor generator MG1, and steps S112, S116, and S118 for managing the number of abnormality detections in step S114.

  At the beginning of the abnormality detection step S110, the determination count value Cj is cleared to zero (step S112).

  In step S114, whether or not MG1 lock abnormality has occurred is determined by monitoring absolute values | Rmg1 | and | Rmg2 | of rotation speeds Rmg1 and Rmg2 of motor generators MG1 and MG2.

  As shown in FIG. 7, when torque command value Ts is given at the time of engine start, when no MG1 lock abnormality has occurred, rotation speed Rmg1 of motor generator MG1 increases to a predetermined level as indicated by reference numeral 260. To go. On the other hand, when the MG1 lock abnormality occurs, as indicated by reference numeral 265, the rotational speed Rmg1 does not increase despite the torque command being issued due to the rotation failure of the motor generator MG1.

  In order to detect the abnormality described with reference to FIG. 7, it is determined in step S114 whether or not the following conditions (i) to (iii) are satisfied.

(I) Determination of whether a torque command sufficient for starting the engine is issued by the motor generator MG1 based on MG1 torque command> Ta (Ta <Ts);
(Ii) | Reg | <Ra determines whether rotation failure of the motor generator MG1 as indicated by reference numeral 265 in FIG. 7 has occurred, and (iii) | Rmg2 | <Rb when the vehicle is started (from the stop Confirm that it is activated.

  When all of these conditions (i) to (iii) are satisfied, the MG1 lock abnormality is detected. In step S114, when at least one of the conditions (i) to (iii) is not satisfied, it is determined that “MG1 lock is not abnormal” and the failure diagnosis is ended (step S160).

  Note that when the engine is started while the vehicle is running, the condition (iii) is not satisfied, so that the failure diagnosis is not substantially executed.

  On the other hand, if an MG1 lock abnormality is detected in step S114, the determination in step S114 is repeated a plurality of times at a predetermined cycle in order to increase the accuracy of abnormality detection, that is, to prevent erroneous abnormality detection.

  That is, the determination count value Cj is incremented every time an MG1 lock abnormality is detected by the determination in step S114 (step S116), and until the determination count value Cj exceeds a predetermined determination threshold value Cth (step S118). The abnormality detection determination in step S114 is repeatedly executed.

  Only when the MG1 lock abnormality is continuously detected for a predetermined number of times or more, that is, for a predetermined time or more, it is determined that the MG1 lock abnormality has occurred, and the transition to the failure diagnosis mode for identifying the abnormal part is performed. An instruction is given (step S120). In the failure diagnosis mode, the driver is notified by a warning light or the like that the engine cannot be started due to MG1 lock and the failure diagnosis mode is executed, and at the set vehicle speed pattern (slow speed) by the motor generator MG2. EV travel is executed.

  Referring to FIG. 8, as indicated by reference numeral 250, during normal motor running, the rotation speed Rmg2 of motor generator MG2 increases while rotation of engine 10 is stopped (Reg = 0), and motor generator MG1 It will rotate in the opposite direction.

  On the other hand, when a failure has occurred in motor generator MG1, for example, in a state in which the rotor is not rotatable, as shown by reference numeral 270 in FIG. 9, the rotational speed Rmg2 of motor generator MG2 increases. As a result, the engine speed Reg that maintains the stopped state during normal operation increases.

  On the other hand, when a failure occurs in the planetary gear mechanism, as indicated by reference numeral 280 in FIG. 10, the pinion gear 160, the sun gear 170, and the ring gear 180 cause rotation failure, so that the motor generators MG1, MG2, and the engine 10 are all rotated at a low speed.

  Therefore, from the viewpoint of detecting whether or not the failure state shown in FIG. 9 and FIG. 10 described above has occurred, the apparatus is disassembled by making a determination based on the rotational speed data (Rmg1, Rmg2, Reg). It is possible to determine the fault location with high reliability without any accompanying change.

  Referring to FIGS. 5 and 6, under the instruction of running of the predetermined speed pattern by motor generator MG2 by execution of failure diagnosis mode (step S120), MG1 lock abnormality is due to failure of motor generator MG1 or planetary A failure location determination step S130 is performed to determine whether the failure is caused by a gear mechanism failure.

  The failure location determination step S130 includes steps S132, S134, S136, and S138 described below.

  In step S132, the engine when the rotational speed Rmg2 of the motor generator MG2 reaches the set rotational speed Rd (FIG. 9) corresponding to the set vehicle speed in order to determine whether or not the failure state described in FIG. 9 has occurred. The rotational speed Reg is monitored.

  That is, in step S132, it is determined whether the following conditions (iv) to (vi) are satisfied.

(Iv) Determination of whether the rotational speed of motor generator MG2 has reached the set speed in the failure diagnosis mode, that is, whether it has reached | Rmg2 | ≈Rd (for example, determination by comparing range 272 and Rmg2 shown in FIG. 9) ),
(V) Determination of whether motor generator MG1 has a rotation failure, that is, | Rmg1 | <Rc (FIG. 9) is established, and (vi) With the rotation failure of motor generator MG1, engine speed Reg is , It is determined whether or not Rmg2 is increased, that is, | Reg | ∝ | Rmg2 | (for example, determination by comparing the range 274 shown in FIG. 9 with the engine speed Reg).

  When all of these conditions (iv) to (vi) (generally expressed as “condition X” in FIG. 6) are satisfied, the torque command value of motor generator MG1 is set to Ts #, and the motor A state in which the generator MG1 is forcibly rotated is created (step S134).

Furthermore, even in this state, it is determined whether the conditions (iv) to (vi) in step S132, at least the condition (iv), are satisfied (step S136).

  When it is confirmed in step S136 that the motor generator MG1 is not continuously rotating, a motor generator MG1 failure is detected, that is, it is determined that the cause of the MG1 lock abnormality exists in the motor generator MG1. Thus, the failure diagnosis is finished (step S140).

  On the other hand, when it is detected in step S136 that the motor generator MG1 is rotating, that is, at least | Rmg1 |> Rc, in order to reconfirm whether the detection of the MG1 lock abnormality is correct, The abnormality detection step S110 is executed again.

  On the other hand, when at least one of the conditions (iv) to (vi) is not established in step S132, it is determined that the failure state shown in FIG. 9 has not occurred, and whether or not the planetary gear mechanism has failed. Step S138 for confirming is executed.

  In step S138, in order to determine whether or not the failure state shown in FIG. 10 has occurred, whether or not | Rmg1 |, | Rmg2 |, | Reg | Is determined whether | Rmg1 |, | Rmg2 |, | Reg | <Re (FIG. 10) is satisfied.

  When the failure state shown in FIG. 10 occurs, the speed difference between | Rmg1 |, | Rmg2 |, and | Reg | becomes minimum due to the rotation failure in the planetary gear mechanism. It may be used as a determination condition that it is within (FIG. 10).

  If the engine speed | Reg | and the motor generator speed | Rmg1 |, | Rmg2 | are within the predetermined ranges, a failure of the planetary gear mechanism is detected, that is, the cause of the MG1 lock abnormality is present in the planetary gear mechanism. After determining that it is to be performed, the failure diagnosis is terminated (step S150).

  On the other hand, when the rotational speeds of motor generators MG1, MG2 and engine 10 are not very low at step S138, that is, when | Rmg1 |, | Rmg2 |, | Reg | are not within the common predetermined range. The abnormality detection step S110 is executed again.

  5 and FIG. 6 and the correspondence relationship between the present invention and step S100 correspond to “starting means” in the present invention, and step S110 corresponds to “abnormality detecting means” in the present invention. Step S120 corresponds to “failure diagnosis mode transition means” in the present invention, and step S130 corresponds to “failure location determination means” in the present invention.

  Further, step S132 in FIG. 6 corresponds to “first failure determination means” in the present invention, and step S136 corresponds to “second failure determination means” in the present invention. Step S138 corresponds to “third failure determination means” in the present invention.

  Further, in the flowchart shown in FIG. 6, it is possible to change the failure diagnosis flow in the failure location determination step S130. For example, a failure diagnosis flow in which steps S132, S134, and S136 are executed after execution of step S138 for determining whether or not the planetary gear mechanism has failed can be employed.

  As described above, according to the hybrid power output apparatus of the present invention, it is possible to automatically detect the MG1 lock abnormality when the engine is started at the time of starting the vehicle, and it is impossible to perform normal traveling when the MG1 lock abnormality is detected. In addition to detection by the driver, it is possible to determine whether the failure location is the motor generator MG1 or the planetary gear mechanism (power split mechanism 60) by executing the failure diagnosis mode. For this reason, it is possible to promptly notify the driver of the failure information and shorten the repair time based on the failure information.

  In particular, failure determination of the motor generator MG1 and the planetary gear mechanism can be easily executed only by software processing without disassembling the device. Furthermore, since the MG1 lock abnormality is detected for the first time when the predetermined abnormality detection condition (step S114) is continuously generated for a predetermined period, the risk of erroneously detecting the abnormality is low.

  Furthermore, when it is not sure in step S136 and step S138 shown in FIG. 6 that MG1 rotation failure or planetary gear mechanism rotation failure is found, the abnormality detection step S110 shown in FIG. 5 is executed again. Furthermore, the risk of false detection is low.

[Embodiment 2]
In the first embodiment, the MG1 lock failure diagnosis method that is executed when the vehicle is started has been described in view of the high possibility that the MG1 lock abnormality is likely to occur in a low temperature state when the vehicle is stopped. However, there is a possibility that the planetary gear mechanism may be seized and locked due to foreign matter biting or complete running out of lubricating oil during traveling. Therefore, in the second embodiment, a failure diagnosis method that can efficiently detect a failure of the planetary gear mechanism that has occurred during vehicle travel will be described.

  FIG. 11 is a flowchart illustrating a planetary gear mechanism failure diagnosis method according to the second embodiment in the hybrid power output apparatus according to the present invention. The ECU 90 executes the process according to the flowchart of FIG. 11 at predetermined intervals by executing a program stored in advance while the vehicle is traveling.

  Referring to FIG. 11, during traveling of the vehicle, the absolute value of the engine speed | Reg |, the absolute value of the rotational speed of motor generator MG1 | Rmg1 |, and the absolute value of the rotational speed of drive shaft (propeller shaft) 45 | It is detected whether or not the state where the speeds of Rps | are aligned has continued for a predetermined time (step S200). The rotational speed Rps of the drive shaft 45 is defined by the product of the gear ratio of the speed reducer 70 (or transmission) and the rotational speed Rmg2 of the motor generator MG2.

  The determination in step S200 detects that a state in which the speed difference ΔRd between | Reg |, | Rmg1 |, and | Rps | is minimized as shown in FIG. The collinear diagram shown in FIG. 12 corresponds to a state where a failure state due to a rotation failure in the planetary gear mechanism similar to that in FIG. 10 occurs during vehicle travel.

  That is, in step S200, it is determined whether the following condition (vii) is satisfied.

  (Vii) | Reg-Rmg1 | ≦ Rj and | Rmg1-Rps | ≦ Rj continue for a predetermined time Tj or more (Rj and Tj are predetermined determination values determined as appropriate).

  When a phenomenon occurs in which the uniform speed state (minimum speed difference state) of | Reg |, | Rmg1 |, and | Rps | continues for a predetermined time during traveling of the vehicle, that is, at the time of YES determination in step S200, the ECU 90 A mechanism failure is temporarily detected (step S210).

  On the other hand, when such a phenomenon does not occur, that is, when NO is determined in step S200, ECU 90 ends the planetary gear mechanism failure diagnosis without detecting a failure (step S260).

  If a failure of the planetary gear mechanism is temporarily detected in step S210, ECU 90 executes operation point change instruction step S220 composed of step groups S221 to S226 to change the region of engine speed Reg. To change the operating point of the engine 10.

  At the time of provisional failure detection, the ECU 90 determines whether or not the engine speed Reg at that time is in a high speed range by comparing the engine speed Reg at that time with a predetermined reference speed Rth (step S221). The reference rotational speed Rth is set to 2000 rpm, for example.

  The ECU 90 determines whether the engine 10 is in a low rotation range or a stopped state in step S223 when NO is determined in step S221 (Reg <Rth). When the engine speed is in the low engine speed range (0 <Reg <Rth), step S223 is determined as YES, and when the engine speed is in the stopped state (Reg = 0), step S223 is determined as NO.

  When the engine speed Reg is in the high engine speed range (when YES is determined in step S221), the ECU 90 determines the engine speed command of the engine 10 so that the engine speed Reg decreases to the low engine speed range (Reg <Rth). An operation point change instruction is generated by changing the value Reg # (step S222).

  When engine speed Reg is in the low engine speed range (YES in step S223), ECU 90 changes engine speed command value Reg # of engine 10 so that engine 10 stops (Reg # = 0) is generated (step S224).

  On the other hand, when the engine is in a stopped state at the time of the provisional failure detection (NO determination in step S223), ECU 90 issues a start command to engine 10 and performs cranking control using motor generator MG1. (Step S226).

  As described above, in step S220, the ECU 90 changes the operating point of the engine 10 so as to change the engine speed range in accordance with the engine speed Reg when the planetary gear mechanism failure is temporarily detected in step S210.

  When executing step S222 or step S224, that is, when the engine is in a non-stop state in the provisional failure detection, the ECU 90 compensates for a decrease in engine output accompanying the change in the operating point of the engine 10 in steps S222 and S224. The output of motor generator MG2 may be increased (step S230). In this case, the torque command value of motor generator MG2 is increased so that the output of motor generator MG2 increases in response to the decrease in output of engine 10, and vehicle drivability is maintained.

  Further, in step S240, the ECU 90 determines whether the speed state (Rmg1, Reg, Rps) after completion of the change of the operating point of the engine 10 in step S220 corresponds to an abnormal state assumed when the planetary gear mechanism fails. The failure determination of the planetary gear mechanism is performed.

  By changing the engine speed in step S220, the engine speed command value Reg # is changed. At this time, if a lock failure occurs in the planetary gear mechanism, it is assumed that the following abnormal state occurs in the speed state (Rmg1, Reg, Rps). First, since mass is applied to the drive shaft 45 and Rmg1 and Reg are dragged to Rps, the engine speed Reg cannot follow the command value Reg #. Further, since motor generator MG1 outputs torque to cause engine speed Reg to follow command value Reg #, the torque command value of motor generator MG1 also increases to a certain value or more, but Reg as in step S200. , Rmg1, and Rps are reproduced in a uniform speed state (minimum speed difference state).

  In order to detect the abnormal state, it is determined in step S240 whether the following conditions (viii) to (xi) are satisfied.

(Viii) | Reg−Reg # |> Rx (Rx: determination value), determination that the engine speed Reg cannot follow the command value Reg # after the operating point change in step S220,
(Ix) The fact that | Reg |, | Rmg1 |, and | Rps | are in a uniform speed state (minimum speed difference state) due to the establishment of | Reg-Rmg1 | ≦ Rj and | Rmg1-Rps | ≦ Rj. Judgment,
(X) Determination that the motor generator MG1 outputs a torque greater than a certain value,
(Xi) Determination that the vehicle speed is equal to or higher than a certain speed (for example, about 15 km / h).

  When all of these conditions (viii) to (xi) are satisfied continuously for a predetermined time, step S240 is determined to be YES, and the ECU 90 determines the failure detection of the planetary gear mechanism by step S250, Stop the fault diagnosis.

  When the failure detection of the planetary gear mechanism is confirmed in step S250, the driver can be notified that normal traveling is possible, and can be displayed on a diagnosis monitor that identifies that the failure point is the planetary gear mechanism. . As a result, it is possible to promptly notify the driver of failure information and shorten the repair time based on the failure information.

  On the other hand, if at least one of the conditions (viii) to (xi) is not satisfied in step S240, the ECU 90 does not detect the failure (step S260) and ends the failure diagnosis.

  On the other hand, when the engine is in a stopped state (Reg = 0) at the time of the provisional failure detection of the planetary gear mechanism (NO in step S223), the engine start command is issued in step S226, and then the following processing is performed. The fault diagnosis of the planetary gear mechanism is executed.

  When engine start is commanded in step S226 and cranking control using motor generator MG1 as a starter is performed, ECU 90 determines in step S235 whether engine start by cranking control is impossible.

  That is, in step S235, the following conditions (xii) and (xiii) are determined.

(Xii) Determination of whether a torque output instruction sufficient for starting the engine is issued by the motor generator MG1 by MG1 torque command value> Ta,
(Xiii) | Reg | <Rx to determine whether the engine stop state continues, where the reference rotation speed Rx is set to a rotation speed (for example, about 100 rpm) for detecting whether the engine is stopped. Is set.

  When at least one of the conditions (xii) and (xiii) is not satisfied, an abnormal phenomenon that “the engine 10 cannot be started even though cranking torque is generated by the motor generator MG1” is not detected. The failure diagnosis is terminated without detecting the failure of the planetary gear mechanism (step S260).

  On the other hand, when the conditions (xii) and (xiii) are both satisfied for a predetermined time, step S235 is determined as YES. In this case, since engine 10 cannot be started, a failure diagnosis travel that increases the vehicle speed is instructed by the output of motor generator MG2 (step S237).

  ECU 90 determines whether or not the same Reg, Rmg1, and Rps uniform speed state (minimum speed difference state) occurs again after step S237 increases the vehicle speed (step S240 #).

  That is, in step S240 #, the following conditions (xiv) and (xv) are determined.

(Xiv) The vehicle speed is equal to or higher than a predetermined speed Vs (Vs is a predetermined speed determined in response to the command in step S237, for example, about 15 km / h).
(Xv) | Reg−Rmg1 | ≦ Rj and | Rmg1-Rps | ≦ Rj are satisfied (same as the above condition (ix), but the determination value Rj may be common or separate).

  When conditions (xiv) and (xv) are both satisfied for a predetermined time, step S240 # is determined to be YES. If step S240 # is YES, ECU 90 finalizes the failure detection of the planetary gear mechanism (step S250) and ends the failure diagnosis.

  On the other hand, if the determination in step S240 # is NO, ECU 90 determines that the planetary gear mechanism has failed temporarily in step 210, and then performs failure diagnosis in and after step S220 accompanied by the operating point change instruction for engine 10 described above. Execute.

  As described above, according to the failure diagnosis according to the second embodiment, the collinear pattern (uniform speed state) generated at the time of detecting the failure of the planetary gear mechanism as shown in FIG. 12 can be generated even in the normal operation state. In consideration of the points, once the uniform speed state shown in FIG. 12 is detected, after changing the operating point (rotation speed region) of the engine, the speed state (Rmg1, Reg, Rps) determines the failure detection of the planetary gear mechanism on the basis of whether or not the abnormal state assumed when the planetary gear mechanism fails.

  As a result, in particular, the fault detection of the planetary gear mechanism that has occurred during traveling is performed at an early stage, while preventing erroneous detection as compared with the fault diagnosis method based only on monitoring of the occurrence of the collinear pattern of FIG. It becomes possible.

  That is, the correspondence relationship between the flowchart shown in FIG. 11 and the present invention will be described. Steps S200 and S210 correspond to the “provisional failure detection means” of the present invention, and step S220 corresponds to the “engine operating point change instruction of the present invention. Steps S240, S240 #, and S250 correspond to “failure detection means” of the present invention. Step S230 corresponds to “power output maintaining means” of the present invention, and step S237 corresponds to “vehicle speed increasing means” of the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a block diagram showing a configuration of a power output apparatus for a hybrid vehicle according to the present invention. It is a figure which shows the structure of the power split device shown in FIG. It is sectional drawing of a planetary gear mechanism. FIG. 6 is a collinear diagram for explaining the operation of each driving situation of the hybrid power output apparatus 100. It is a 1st flowchart explaining the MG1 lock failure diagnostic system according to Embodiment 1 in the hybrid power output device by this invention. It is a 2nd flowchart explaining the MG1 lock failure diagnostic system according to Embodiment 1 in the hybrid power output device by this invention. It is a figure explaining the rotation speed behavior of motor generator MG1 at the time of engine starting command. It is a collinear diagram explaining the behavior (failure state) of the hybrid power output apparatus during normal motor travel. It is a collinear diagram explaining the behavior (failure state) of the hybrid power output device at the time of MG1 rotation failure. It is an alignment chart explaining the behavior (failure state) of the hybrid power output apparatus when the planetary gear mechanism is defective. 6 is a flowchart illustrating a fault diagnosis method for a planetary gear mechanism during traveling of a vehicle according to a second embodiment. It is a collinear diagram explaining the behavior (failure state) of the hybrid power output device when the planetary gear mechanism is defective while the vehicle is running.

Explanation of symbols

10 Engine, 20 Battery, 30 Inverter, 40a Wheel, 45 Drive shaft, 50 Transaxle, 51, 52, 53 Power line, 60 Power split mechanism, 70 Reducer, 80 Motor, 100 Hybrid power output device, 110 Engine rotation shaft , 150 planetary gear mechanism, 160 pinion gear, 162 planetary carrier shaft, 165
Planetary carrier, 170 sun gear, 172 sun gear shaft, 180 ring gear, 182 ring gear shaft, MG1 motor generator (generator, engine start), MG2 motor generator (motor), Reg engine speed, Rmg1, Rmg2 speed (motor generator) ), Rps rotation speed (drive shaft), S110 abnormality detection step, S130 failure location determination step, S220 operating point change instruction step, ΔRd speed difference (between engine, MG1, and drive shaft).

Claims (13)

A power output device for a hybrid vehicle that outputs power to a drive shaft,
A planetary gear mechanism coupled to first to third shafts, the drive shaft being coupled to the third shaft, and any two of the first to third shafts; A three-shaft power split mechanism for inputting / outputting power determined based on the input / output power to / from the remaining one shaft when power is input / output;
An engine having a rotating shaft coupled to the first shaft and outputting power to the first rotating shaft by combustion of fuel;
A first motor generator having a rotation shaft coupled to the second shaft and capable of inputting / outputting power to / from the second shaft;
A second motor generator having a rotary shaft coupled to the third shaft and capable of inputting / outputting power to / from the third shaft;
Starting means for starting the engine by rotationally driving the engine via the power split mechanism by the first motor generator;
An abnormality detecting means for detecting a rotation abnormality of the first motor generator based on a speed monitoring of the first motor generator when a drive command for the first motor generator is issued by the starting means;
Failure diagnosis mode transition means for instructing transition to a failure diagnosis mode in which the vehicle travels in a predetermined speed pattern with power from the second motor generator without driving the engine when the abnormality is detected by the abnormality detection means; ,
During execution of the failure diagnosis mode, a failure has occurred in either the first motor generator or the planetary gear mechanism based on the rotational speeds of the engine, the first motor generator, and the second motor generator. A power output device for a hybrid vehicle, comprising: a failure location determination means for determining whether or not there is a failure. The failure location determination means includes
During execution of the failure diagnosis mode, the first motor generator rotation speed does not increase to a predetermined value, and the engine rotation speed increases according to the second motor generator rotation speed. First failure determination means for determining whether a failure state has occurred;
When the occurrence of the first failure state is determined by the first failure determination means, a drive command is further issued to the first motor generator, and the rotation speed of the first motor generator is determined according to the drive command. 2. A power output apparatus for a hybrid vehicle according to claim 1, further comprising: a second failure determination unit that detects a failure of the first motor generator when the vehicle does not rise in response to the failure.   The failure location determination means, when the first failure determination means determines that the first failure state has not occurred, the rotational speeds of the engine, the first motor generator, and the second motor generator. The power output apparatus for a hybrid vehicle according to claim 2, further comprising third failure determination means for detecting a failure of the planetary gear mechanism when is within a common predetermined range.   The failure location determination means is configured to detect the planetary gear mechanism when the rotational speeds of the engine, the first motor generator, and the second motor generator are within a common predetermined range when the failure diagnosis mode is executed. The power output apparatus for a hybrid vehicle according to claim 1, further comprising third failure determination means for detecting a failure.   The second failure determination means detects a failure of the first motor generator when the rotational speed of the first motor generator given the drive command is equal to or lower than a predetermined speed, and the rotation 4. The power output apparatus for a hybrid vehicle according to claim 2, wherein when the number exceeds the predetermined speed, the abnormality detection unit is activated again.   The third failure determination means detects a failure of the planetary gear mechanism when the rotational speeds of the engine, the first motor generator, and the second motor generator are within a predetermined range. 5. The power output apparatus for a hybrid vehicle according to claim 3, wherein when the number is out of the predetermined range, the abnormality detection unit is activated again.   The abnormality detection means repeatedly performs a comparison between a rotation speed of the first motor generator and a predetermined speed at a predetermined cycle a plurality of times in a state where a drive command is issued to the first motor generator; and The hybrid according to any one of claims 1 to 6, wherein an abnormality in rotation of the first motor generator is detected when the rotational speed is continuously equal to or lower than the predetermined speed in the plurality of comparisons. Vehicle power output device.   The hybrid according to any one of claims 1 to 7, wherein the abnormality detection means is activated when a drive command for the first motor generator is issued by the starting means when the hybrid vehicle is stopped. Vehicle power output device. A power output device for a hybrid vehicle that outputs power to a drive shaft,
A planetary gear mechanism coupled to first to third shafts, the drive shaft being coupled to the third shaft, and any two of the first to third shafts; A three-shaft power split mechanism that inputs / outputs power determined based on the input / output power to / from the remaining one shaft when power is input / output;
An engine having a rotating shaft coupled to the first shaft and outputting power to the first rotating shaft by combustion of fuel;
A first motor generator having a rotating shaft coupled to the second shaft and capable of inputting / outputting power to / from the second shaft;
A second motor generator having a rotary shaft coupled to the third shaft and capable of inputting / outputting power to / from the third shaft;
While the hybrid vehicle is running, the planetary gear mechanism is primarily failed when a state where the rotational speed difference among the engine, the first motor generator, and the drive shaft is within a predetermined range continues for a predetermined period. Fault temporary detection means for automatically detecting,
Engine operating point change instruction means for instructing change of the operating point of the engine so as to change the engine speed command value when the failure of the planetary gear mechanism is primarily detected by the temporary failure detecting means. When,
After the engine operating point change instruction by the engine operating point change instructing means, whether the engine, the first motor generator, and the drive shaft rotation number correspond to an abnormal state assumed when the planetary gear mechanism fails And a failure detection means for detecting a failure of the planetary gear mechanism on the basis of the power output device of the hybrid vehicle. The engine operating point change instruction means includes:
When the engine speed is equal to or higher than a predetermined speed when the failure of the planetary gear mechanism is primarily detected by the temporary failure detection means, the engine speed becomes lower than the predetermined speed. Means for changing the engine speed command value as follows,
The failure detection means includes
A first state in which the engine speed cannot be changed following the change in the engine speed command value after the engine speed command value is changed by the engine operating point change instructing means; the engine; Means for detecting a failure of the planetary gear mechanism when both the second state in which the rotational speed difference between the motor generator and the drive shaft is within a predetermined range are continuously generated for a predetermined time, A power output apparatus for a hybrid vehicle according to claim 9. The engine operating point change instruction means includes:
When the failure of the planetary gear mechanism is temporarily detected by the temporary failure detection means, the engine is in a non-stop state and the engine speed is less than a predetermined engine speed. Means for changing the engine speed command value so as to stop
The failure detection means includes
A first state in which the engine speed cannot be changed following the change in the engine speed command value after the engine speed command value is changed by the engine operating point change instructing means; the engine; Means for detecting a failure of the planetary gear mechanism when both the second state in which the rotational speed difference between the motor generator and the drive shaft is within a predetermined range are continuously generated for a predetermined time, A power output apparatus for a hybrid vehicle according to claim 9.   And a power output maintaining means for instructing an increase in the output of the second motor generator so as to compensate for a decrease in the output of the engine due to the change in the operating point when the engine operating point changing instruction is given by the engine operating point changing means. The power output apparatus of the hybrid vehicle of Claim 10 or 11 provided. The engine operating point change instruction means includes:
Means for issuing a start instruction to the engine when the engine is in a stopped state when a failure of the planetary gear mechanism is primarily detected by the temporary failure detection means;
The power output device is
Vehicle speed increasing means for increasing the speed of the hybrid vehicle by the output from the second motor generator when the engine cannot be started even when the start instruction is issued by the engine operating point change instruction means;
The failure detection means includes
After the speed increase of the hybrid vehicle by the vehicle speed increasing means, when the state where the rotational speed difference between the first motor generator and the drive shaft is within a predetermined range continues for a predetermined time, the planetary gear mechanism The power output apparatus for a hybrid vehicle according to claim 9, comprising means for detecting a failure.

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