JP4789638B2 - Power output device and vehicle equipped with the same - Google Patents

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, as this type of power output device, even when the functions of the two gear ratio control mechanisms of the transmission arranged in the power transmission path from the driving force source to the wheels are reduced, the running performance of the vehicle is reduced. The vehicle-mounted thing which suppresses is proposed (for example, refer patent document 1). In this apparatus, in addition to the two gear ratio control mechanisms, a specific control mechanism for controlling the state of the transmission is provided to cope with the deterioration of the functions of the two gear ratio control mechanisms.
JP 2004-278713 A

  Like the above-described power output device, the transmission included in the power output device is operated by a hydraulic circuit, but there may be an abnormality such as various mechanisms in the hydraulic circuit being degraded. In response to such an abnormality, it is possible to cause the transmission to function within a range that can be operated by the abnormality, but when a plurality of abnormalities occur at the same time, the transmission is allowed to function within a range that can be operated even by the abnormality. An unexpected situation may occur, and when these abnormalities occur simultaneously, it is necessary to deal with them more appropriately.

  The power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus are more effective when a plurality of abnormalities occur simultaneously in the hydraulic circuit of the transmission connected to the output shaft and the drive shaft of the prime mover. The purpose is to deal appropriately.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
Prime mover,
Transmission means for transmitting power with a gear ratio change between the output shaft of the prime mover and the drive shaft by a hydraulic circuit using pressurized hydraulic oil;
An abnormality detecting means for detecting a plurality of abnormalities in the hydraulic circuit;
When only one abnormality is detected by the abnormality detection means, the prime mover and the transmission means are adapted to transmit power between the output shaft and the drive shaft within a range that can be operated even by the abnormality. Control means for controlling the prime mover and the speed change means so that power is not transmitted between the output shaft and the drive shaft when at least two abnormalities are detected by the abnormality detection means. When,
It is a summary to provide.

  In the power output apparatus of the present invention, when only one abnormality is detected in the hydraulic circuit of the speed change means, power is transmitted between the output shaft and the drive shaft of the prime mover within a range that can be operated even by this abnormality. The prime mover and the transmission means are controlled so that Thereby, even if one abnormality occurs in the hydraulic circuit, power can be transmitted by the speed change means. Further, when at least two abnormalities are detected in the hydraulic circuit of the transmission means, the prime mover and the transmission means are controlled so that power is not transmitted between the output shaft of the prime mover and the drive shaft. Thereby, it is possible to prevent an unexpected situation from occurring when a plurality of abnormalities occur simultaneously in the hydraulic circuit. In other words, it is possible to cope more appropriately when a plurality of abnormalities occur simultaneously in the hydraulic circuit.

  In such a power output apparatus of the present invention, the speed change means is a stepped transmission capable of shifting to a plurality of speed stages, and the control means detects the speed change means according to two or more abnormalities detected by the abnormality detection means. It may be a means for controlling the prime mover and the speed change means so that power is not transmitted between the output shaft and the drive shaft when the speed cannot be changed to any of a plurality of speed stages. it can.

  Further, in the power output apparatus of the present invention, the speed change means is means for transmitting power with a change in speed ratio between the output shaft and the drive shaft with adjustment of hydraulic pressure in the hydraulic circuit, The control means includes the output shaft and the drive shaft when a hydraulic pressure adjustment failure in the hydraulic circuit and a transmission gear ratio failure in the transmission device occur due to two or more abnormalities detected by the abnormality detection device. It can also be a means for controlling the prime mover and the speed change means so that power is not transmitted between them.

  Further, in the power output apparatus of the present invention, the speed change means has a high oil pressure forming system and a low oil pressure forming system as adjustment of oil pressure in the hydraulic circuit, and a first speed forming system and 2 as gear shifts in the hydraulic circuit. A transmission having a speed forming system and capable of shifting in two stages, wherein the control means is configured to detect the high hydraulic pressure forming system, the low hydraulic pressure forming system, the two or more abnormalities detected by the abnormality detecting means, The prime mover to prevent transmission of power between the output shaft and the drive shaft when at least two of the four forming systems of the first speed forming system and the second speed forming system are defective; It may be a means for controlling the speed change means.

  Alternatively, in the power output apparatus of the present invention, power is applied to the output shaft and the drive shaft connected to the internal combustion engine, the output shaft of the internal combustion engine and the drive shaft, and input and output of electric power and power. A power motive power input / output means capable of outputting; and a power storage means capable of exchanging electric power with the power motive power input / output means, wherein the prime mover is an electric motor capable of exchanging electric power with the power storage means, and the control means Is means for controlling the internal combustion engine, the electric power drive input / output means, the prime mover, and the speed change means so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft. You can also In this case, the electric power drive input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft, and is based on the power input / output to / from any one of the three shafts. It is also possible to provide a means including a three-axis power input / output means for inputting / outputting power to the shaft and a generator capable of inputting / outputting power to / from the rotating shaft.

  The vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to a drive shaft, and includes a prime mover and pressurized hydraulic oil. Transmission means for transmitting power with a change in gear ratio between the output shaft of the prime mover and the drive shaft by a hydraulic circuit using a motor, abnormality detection means for detecting a plurality of abnormalities in the hydraulic circuit, and When only one abnormality is detected by the abnormality detection means, the prime mover and the speed change means are arranged so that power is transmitted between the output shaft and the drive shaft within a range that can be operated even by the abnormality. Control means for controlling the prime mover and the transmission means so that power is not transmitted between the output shaft and the drive shaft when at least two abnormalities are detected by the abnormality detection means; Equipped with a power output apparatus including the axle is summarized in that made is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect of the power output device according to the present invention, for example, even if one abnormality occurs in the hydraulic circuit, the transmission means The effect of transmitting power and the effect of preventing unexpected situations when multiple abnormalities occur simultaneously in the hydraulic circuit, that is, when multiple abnormalities occur simultaneously in the hydraulic circuit Thus, it is possible to achieve the same effect as that that can be appropriately dealt with.

The method for controlling the power output apparatus of the present invention includes:
A control method for a power output apparatus, comprising: a prime mover; and a transmission means that transmits power with a gear ratio change between an output shaft and a drive shaft of the prime mover by a hydraulic circuit using pressurized hydraulic oil. Because
When there is only one abnormality in the hydraulic circuit, the prime mover and the speed change means are controlled so that power is transmitted between the output shaft and the drive shaft within a range that can be operated due to the abnormality. And when the abnormality in the hydraulic circuit is two or more, the prime mover and the transmission means are controlled so that power is not transmitted between the output shaft and the drive shaft.
It is characterized by that.

  In the control method of the power output device of the present invention, when only one abnormality is detected in the hydraulic circuit of the transmission means, the output shaft and the drive shaft of the prime mover are within a range that can be operated even by this abnormality. The prime mover and the speed change means are controlled so that power is transmitted. Thereby, even if one abnormality occurs in the hydraulic circuit, power can be transmitted by the speed change means. Further, when at least two abnormalities are detected in the hydraulic circuit of the transmission means, the prime mover and the transmission means are controlled so that power is not transmitted between the output shaft of the prime mover and the drive shaft. Thereby, it is possible to prevent an unexpected situation from occurring when a plurality of abnormalities occur simultaneously in the hydraulic circuit. In other words, it is possible to cope more appropriately when a plurality of abnormalities occur simultaneously in the hydraulic circuit.

  Next, the best mode for carrying out 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 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When functioning as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As shown in the figure, the hydraulic circuit 100 includes a mechanical pump 102 that pumps oil by the power from the engine 22, an electric pump 104 that pumps oil by the power from the built-in motor 103, a mechanical pump 102, A three-way solenoid 105 and a pressure control valve 106 that can switch the pressure (line pressure) of oil pumped from the pump 104, and a linear that can be individually supplied to the brakes B1 and B2 with adjustable pressure. Solenoids 110, 111 and control valves 112, 113, modulator valve 108 that reduces the line pressure and supplies it to the input ports of 3-way solenoid 105 and linear solenoids 110, 111, control valves 112, 113, and brakes B1, B2 Oil passage between When hydraulic pressure is supplied from either one of the control valves 112 and 113, the oil passage to the corresponding brake is opened and the oil passage to the other brake is shut off, and the hydraulic pressure is supplied from both the control valves 112 and 113. Fail-safe valves 114 and 115 that shut off both of the oil passages to the brakes B1 and B2 when an abnormality is supplied, and an accumulator 116 provided in the oil passage between the fail-safe valves 114 and 115 and the brakes B1 and B2. 117.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the hydraulic switch 120 that is turned on and off by the line pressure in the hydraulic circuit 100, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the line pressure in the hydraulic circuit 100. The hydraulic pressure switch that is turned on / off by the line pressure PL, the oil temperature To from the temperature sensor 121 that detects the temperature of the oil pumped by the mechanical pump 102 or the electric pump 104, and the hydraulic pressure acting on the brake B1. Brake pressure Pb1 from 122, a brake pressure Pb2 from a hydraulic switch 123 that turns on and off by hydraulic pressure acting on the brake B2 is input via the input port. The hybrid electronic control unit 70 outputs drive signals to the three-way solenoid 105 and the linear solenoids 110 and 111. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured executes a drive control routine (not shown) performed by the hybrid electronic control unit 70, whereby the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Based on the above, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated, and the engine 22, the motor MG1, and the motor MG2 are configured to output the required power corresponding to the required torque to the ring gear shaft 32a. Operation is controlled. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment, in particular, the operation when coping with the abnormality of the transmission 60 will be described. FIG. 4 is a flowchart showing an example of a transmission control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) after the system is started.

  When the transmission control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the line pressure PL from the hydraulic switch 120, the brake pressure Pb1 from the hydraulic switch 122, the brake pressure Pb2 from the hydraulic switch 123, and the shift. Processing for inputting data necessary for abnormality determination, such as a shift state flag F indicating the state of the machine 60, is executed (step S100). Here, the shift state flag F is a flag indicating the state of the transmission 60, that is, whether it is in the Lo gear state or the Hi gear state, and is a shift (not shown) that changes the gear state of the transmission 60. It was assumed that what was set in the process was entered. When the system is started, a system check including the operation of the hydraulic circuit 100 is performed, the transmission 60 is set to the Lo gear state, and a value 0 indicating the Lo gear state is input to the shift state flag F.

  When data is input in this way, the line pressure adjusted by the pressure control valve 106 becomes the target line pressure (high pressure or low pressure) by adjusting the duty ratio of the 3-way solenoid 105 based on the input line pressure PL. It is determined whether an abnormality has occurred in the high pressure forming system of the hydraulic circuit 100 or an abnormality has occurred in the low pressure forming system depending on whether or not there is (step S110). This determination is made when the line pressure PL does not indicate a high pressure even though the duty ratio of the three-way solenoid 105 is adjusted based on an instruction for forming a high pressure, and an instruction for forming a low pressure is given as an abnormality of the high pressure forming system. This can be done by setting the low-pressure forming system abnormal when the line pressure PL does not show a low pressure despite the fact that the duty ratio of the three-way solenoid 105 is adjusted based on the above.

  Subsequently, it is determined whether an abnormality has occurred in the Lo gear formation system of the hydraulic circuit 100 or an abnormality in the Hi gear formation system based on the shift state flag F and the brake pressures Pb1, Pb2 (step S120). This determination is an abnormality of the Lo gear formation system when the brake pressure Pb2 is OFF despite the shift state flag F being a value 0 indicating the Lo gear state, and the shift state flag F is the Hi gear state. Although the value is 1 indicating the state, it can be performed by making the Hi gear forming system abnormal when the brake pressure Pb1 is OFF.

  In this way, when the abnormality is determined and no abnormality occurs in any of the high pressure forming system, the low pressure forming system, the Lo gear forming system, and the Hi gear forming system of the hydraulic circuit 100, the hydraulic circuit 100 operates normally and the transmission 60 Determines that the gear can be shifted normally, and ends this routine. On the other hand, when there is an abnormality in any one of them, it is determined whether or not there is only one abnormality (step S140), and when there is only one abnormality, fail-safe control corresponding to the abnormality is executed. (Step S150), and this routine is finished. As the fail-safe control, for example, when an abnormality occurs in the Lo gear formation system, the transmission 60 is set to the Hi gear state and the vehicle is driven by the drive control to prohibit the shift, or the Hi gear formation system is abnormal. When this occurs, the transmission 60 is set in the Lo gear state and the speed change is prohibited. Further, the vehicle is driven by drive control with the vehicle speed V limited to a range where the motor MG2 does not over-rotate, and an abnormality occurs in the high pressure forming system. The line pressure PL is set to a low pressure to prohibit high pressure formation and the vehicle is driven by drive control in a state where the torque of the motor MG2 is limited to a level that can be transmitted even at low pressure. The pressure PL is set to a high pressure and the formation of a low pressure is prohibited and the vehicle is driven by drive control.Since these fail-safe controls do not form the core of the present invention, further detailed description is omitted.

  When it is determined in step S140 that two or more abnormalities have occurred, a driving force cut for prohibiting torque output from the motor MG2 is instructed (step S160), and this routine is terminated. In some cases, torque from the motor MG2 can be transmitted to the ring gear shaft 32a side even if two abnormalities occur in the high pressure forming system, low pressure forming system, Lo gear forming system, and Hi gear forming system of the hydraulic circuit 100. In the embodiment, when a plurality of abnormalities occur simultaneously in the high pressure forming system, the low pressure forming system, the Lo gear forming system, and the Hi gear forming system of the hydraulic circuit 100, in order to prevent an unexpected situation from occurring, the motor MG2 Thus, the transmission of the torque from the motor MG2 to the ring gear shaft 32a by the transmission 60 is prohibited. Thereby, when a plurality of abnormalities occur in the hydraulic circuit 100 at the same time, it can be dealt with more appropriately. The two abnormalities may occur simultaneously when the Lo gear formation system abnormality and the Hi gear formation system abnormality occur at the same time and a gear cannot be formed and transmission of power by the transmission 60 is impossible. If the control valve 112 or 113 cannot be operated due to the simultaneous occurrence of an abnormality in the high pressure formation system and an abnormality in the low pressure formation system, an abnormality in the high pressure formation system and an abnormality in the Lo gear formation system occur simultaneously. When the vehicle can travel with a torque limit of the motor MG2 due to the low pressure in this state, an abnormality in the high pressure formation system and an abnormality in the Hi gear formation system occur simultaneously, and the torque limitation of the motor MG2 and the vehicle speed V due to the low pressure in the Lo gear state. If the vehicle can run with restrictions, an abnormality in the low pressure formation system and an abnormality in the Lo gear formation system occur at the same time. If, possible travel with a limited vehicle speed V by a high pressure in the state of Lo gear occurs Hi gear forming system abnormalities and at the same time and the like.

  According to the hybrid vehicle 20 of the embodiment described above, when a plurality of abnormalities occur simultaneously in the high pressure formation system, low pressure formation system, Lo gear formation system, and Hi gear formation system of the hydraulic circuit 100, the driving force of the motor MG2 is cut. Thus, transmission of torque from the motor MG2 to the ring gear shaft 32a by the transmission 60 is prohibited, so that an unexpected situation can be suppressed. As a result, when a plurality of abnormalities occur in the hydraulic circuit 100 at the same time, it can be dealt with more appropriately. In addition, when an abnormality occurs in any one of the high pressure forming system, the low pressure forming system, the Lo gear forming system, and the Hi gear forming system of the hydraulic circuit 100, the fail safe control corresponding to the abnormality is executed. Can be run.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change gears with two speeds of Hi and Lo is used. However, the speed of the transmission 60 is not limited to two, but three or more. It is good also as this gear stage. In this case, the driving force may be cut when none of the gears can be formed.

  In the hybrid vehicle 20 of the embodiment, the high-pressure forming system and the low-pressure forming system are considered in the hydraulic circuit 100, but it is also possible to consider three or more pressure regulating forming systems such as a third intermediate pressure forming system. Good. In this case, the driving force may be cut when a gear position cannot be formed due to an abnormality in one of the pressure regulation forming systems. Further, the hydraulic circuit 100 may not consider a plurality of pressure regulation systems.

  In the hybrid vehicle 20 of the embodiment, when a plurality of abnormalities occur simultaneously in the high pressure forming system, the low pressure forming system, the Lo gear forming system, and the Hi gear forming system of the hydraulic circuit 100, the driving force of the motor MG2 is cut. However, not only the driving force of the motor MG2 but also the system may be turned off.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 5) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It is good.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle including the engine 22, the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the transmission 60 has been described. However, as illustrated in a vehicle 320 in a modified example of FIG. As long as the motor MG2 is connected to the drive wheels 39a and 39b, the vehicle may have any configuration.

  In the embodiment, the hybrid vehicle including the engine 22, the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the transmission 60 is described. However, a prime mover such as a motor is connected to the drive shaft via the transmission. It is good also as a form of a power output device. In the case of the form of the power output device, the power output device may be mounted on a moving body such as a ship or an aircraft other than the vehicle, or the power output device may be incorporated in a non-moving facility such as a construction facility. . Moreover, it does not matter as a form of the control method of the power output device.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. 5 is a flowchart showing an example of a transmission control routine executed by a hybrid electronic control unit 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 10 is a configuration diagram illustrating an outline of a configuration of a vehicle 320 according to a modification.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery , 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion Gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor , 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 100 Hydraulic circuit, 102 Mechanical pump, 103 Motor, 104 Electric pump, 105 3-way solenoid, 106 Pressure control valve , 108 Modulator valve, 110, 111 Linear solenoid, 112, 113 Control valve, 114, 115 Fail-safe valve, 116, 1 17 accumulator, 121 temperature sensor, 120, 122, 123 hydraulic switch, 230 pair rotor motor, 232 inner rotor 234 outer rotor, 320 vehicle, MG1, MG2 motor, B1, B2 brake.

Claims (4)

A power output device that outputs power to a drive shaft,
Prime mover,
Transmission means for transmitting power with a gear ratio change between the output shaft of the prime mover and the drive shaft by a hydraulic circuit using pressurized hydraulic oil;
An abnormality detecting means for detecting a plurality of abnormalities in the hydraulic circuit;
When only one abnormality is detected by the abnormality detection means, the prime mover and the transmission means are adapted to transmit power between the output shaft and the drive shaft within a range that can be operated even by the abnormality. Control means for controlling the prime mover and the speed change means so that power is not transmitted between the output shaft and the drive shaft when at least two abnormalities are detected by the abnormality detection means. When,
Equipped with a,
The speed change means has a high oil pressure forming system and a low oil pressure forming system for adjusting the oil pressure in the hydraulic circuit, and has a first speed forming system and a second speed forming system as gear shifts in the hydraulic circuit. It is a transmission that can be shifted in stages,
The control means is not only when the two formation systems of the first speed formation system and the second speed formation system are defective due to two or more abnormalities detected by the abnormality detection means, but also the high hydraulic pressure formation system , When at least two of the low oil pressure forming system and the first speed forming system are defective or at least two of the high oil pressure forming system, the low oil pressure forming system and the second speed forming system are defective At this time, a power output device which is means for controlling the prime mover and the transmission means so that power is not transmitted between the output shaft and the drive shaft . The power output device according to claim 1 ,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, capable of inputting / outputting power to / from the output shaft and the drive shaft together with input / output of power and power;
Power storage means capable of exchanging power with the power drive input / output means;
With
The prime mover is an electric motor capable of exchanging electric power with the power storage means,
The control means controls the internal combustion engine, the power drive input / output means, the prime mover, and the speed change means so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft. Is a power output device. The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and is used as a remaining shaft based on power input / output to / from any two of the three shafts 3. The power output apparatus according to claim 2 , wherein the power output apparatus comprises: a three-axis power input / output means for inputting / outputting power; and a generator capable of inputting / outputting power to / from the rotating shaft. A vehicle comprising the power output device according to any one of claims 1 to 3 and an axle connected to the drive shaft.

Images