JP5436329B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine, an electric motor, and an automatic transmission.

  For example, Patent Document 1 listed below is an automatic transmission that is a hybrid vehicle having a motor (electric motor) and an engine (internal combustion engine) as drive sources, and is configured by a dual clutch having two input shafts as a power transmission mechanism. A vehicle equipped with a machine is disclosed. In this hybrid vehicle, the gear ratio of the automatic transmission is controlled based on the regeneration efficiency of the motor.

JP 2009-166611 A

  However, in the above-described hybrid vehicle, there may be a case where an abnormality occurs such that the rotation of the motor as the drive source does not operate normally. In other words, in a hybrid vehicle in which the motor and the engine can be connected / disconnected by a clutch and the motor and the engine operate directly by connecting the clutch, if the motor does not rotate normally, the motor rotates. Controlling the number can be difficult. In such a case, if the clutch is connected in a state where the motor and the engine speed do not match, the frictional force generated in the clutch increases, leading to accelerated wear of the clutch.

  Accordingly, the present invention provides a hybrid vehicle capable of traveling while controlling a gear selection ratio of an automatic transmission in order to suppress wear of a clutch of a power transmission mechanism due to an abnormality in an electric motor. The purpose is to provide.

The present invention is a hybrid vehicle having an internal combustion engine and an electric motor as drive sources, wherein the output torque of the electric motor is input, and the output torque of the internal combustion engine is input via a first connection / disconnection means. A shaft, a second input shaft into which the output torque of the internal combustion engine is input via a second connecting / disconnecting means, and an output shaft to which the first input shaft or the second input shaft is selectively connected, An automatic transmission that shifts torque input from the internal combustion engine and the electric motor to the first input shaft or the second input shaft by a plurality of shift stages and outputs the torque from the output shaft, and the automatic transmission Control means for controlling the gear position, and diagnostic means for diagnosing the state of the electric motor, the control means is based on a shift map to which gear speeds according to the traveling speed and required acceleration of the vehicle are assigned . Running the vehicle Determining the gear position of the automatic transmission in accordance with the speed and the required acceleration, a function of selecting an input shaft to achieve the gear shift stage from the second input shaft and the first input shaft, said by the diagnostic means when the rotation of the electric motor is diagnosed as an abnormal state, the range of rotation of the motor is gear is assigned implemented by Oite said first input shaft when it is a normal state one The unit is changed to a shift map assigned to a shift stage realized by the second input shaft .

According to the present invention, when the diagnosis unit diagnoses that the rotation of the electric motor is in an abnormal state, the control unit shifts the speed stage realized by the first input shaft when the rotation of the electric motor is in a normal state. Is changed to a shift map assigned to the shift speed realized by the second input shaft. Thereby, since the 2nd input shaft to which the electric motor is not connected is used preferentially, wear of the 1st connection / disconnection means (for example, clutch) can be suppressed.

  Therefore, it is possible to travel while controlling the gear selection ratio so as to prevent the clutch of the vehicle from being worn by the influence of the abnormality in the electric motor.

  In the present invention, it is provided with notifying means for notifying the motor that the motor is in an abnormal state, and the control means notifies the alarm means when the diagnostic means diagnoses that the motor is in an abnormal state. It is preferable to control.

  According to this, when it is diagnosed that the electric motor is in an abnormal state, the notification of the vehicle driver is made to notify the vehicle driver that the electric motor is in an abnormal state, so that the vehicle travels while the motor abnormality is left unattended. Can be reduced.

The figure which shows schematic structure of the hybrid vehicle which concerns on embodiment of this invention. The figure which shows the transmission path | route of the driving force of the engine in the 1st speed stage. The figure which shows the transmission path | route of the driving force of the engine in the 2nd speed stage. The figure which shows the transmission path | route of the driving force of the engine in the 3rd speed stage. The figure which shows the transmission path | route of the driving force of an engine and a motor in the 3rd speed stage. The figure which shows the transmission path of the driving force of the engine in the 4th speed stage. The figure which shows the transmission path | route of the driving force of an engine and a motor at the time of the 3rd speed pre-shift in 4th speed. FIG. 3 is a state transition diagram of three control states executed by the ECU of FIG. 1 in the first embodiment of the present invention. The flowchart which shows the process sequence of the gear stage control which ECU of FIG. 1 performs in 2nd Embodiment of this invention.

[First Embodiment]
FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle according to the first embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle supplies electric power to an internal combustion engine ENG that is an engine, an electric motor (motor) MG, a storage battery 1 that is a secondary battery that exchanges power with the motor MG, and an in-vehicle device of the vehicle. 12V battery 2, DC / DC converter 3 that converts voltage from storage battery 1 to battery 2 and supplies power, current sensor 22, automatic transmission 31, LED lamp 41, engine ENG, motor MG, automatic transmission 31, a DC / DC converter 3, an LED lamp 41, and an electronic control unit ECU (Electronic Control Unit) 21 that controls each part of a braking device (not shown) that reduces the traveling speed of the vehicle.

  The ECU 21 includes a CPU 21a that executes various arithmetic processes and a storage device (memory) 21b that includes a ROM and a RAM that store various arithmetic programs executed by the CPU 21a, various tables, calculation results, and the like, and inputs various electric signals. In addition, a drive signal is output to the outside based on the calculation result.

  In the first embodiment, the CPU 21a of the ECU 21 functions as the control unit 21a1 and the diagnosis unit 21a2 in the present invention.

  The automatic transmission 31 includes an engine output shaft 32 to which the driving force (output torque) of the engine ENG is transmitted and an output gear that outputs power to the left and right front wheels as drive wheels via a differential gear (not shown). A member 33 and a plurality of gear trains G2 to G5 having different gear ratios are provided.

  The automatic transmission 31 includes a first input shaft 34 that rotatably supports the drive gears G3a and G5a of the odd-numbered gear trains G3 and G5 that establish odd-numbered gear positions in the gear ratio order, and a gear ratio. A second input shaft 35 that rotatably supports the drive gears G2a and G4a of the even-numbered gear trains G2 and G4 that establish even-numbered gear positions in order, and a reverse shaft 36 that rotatably supports the reverse gear GR. Is provided. The first input shaft 34 is disposed on the same axis as the engine output shaft 32, and the second input shaft 35 and the reverse shaft 36 are disposed in parallel with the first input shaft 34.

  The automatic transmission 31 includes an idle drive gear Gia rotatably supported on the first input shaft 34, a first idle driven gear Gib fixed to the idle shaft 37 and meshed with the idle drive gear Gia, The idle gear train Gi includes a second idle driven gear Gic fixed to the input shaft 35 and a third idle driven gear Gid fixed to the reverse shaft 36 and meshed with the first idle drive gear Gib. The idle shaft 37 is arranged in parallel with the first input shaft 34.

  The automatic transmission 31 includes a first clutch C1 and a second clutch C2 that are hydraulically operated dry friction clutches or wet friction clutches. The first clutch C1 switches between a transmission state in which the driving force of the engine ENG transmitted to the engine output shaft 32 can be transmitted to the first input shaft 34 by changing the transmission degree, and an open state in which this transmission is cut off. It is configured freely. The second clutch C2 switches between a transmission state in which the driving force of the engine ENG transmitted to the engine output shaft 32 can be transmitted to the second input shaft 35 by changing the transmission degree, and an open state in which this transmission is cut off. It is configured freely. When the second clutch C2 is engaged and the transmission state is established, the engine output shaft 32 is connected to the second input shaft 35 via the first idle drive gear Gib and the second idle drive gear Gic.

  Both clutches C1 and C2 are preferably operated by an electric actuator so that the state can be quickly switched. Both clutches C1 and C2 may be operated by a hydraulic actuator.

  Further, the automatic transmission 31 is provided with a planetary gear mechanism PG which is a differential rotation mechanism and is positioned coaxially with the engine output shaft 32. The planetary gear mechanism PG is configured as a single pinion type including a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports and rotates a pinion Pa meshing with the sun gear Sa and the ring gear Ra.

  Three rotation elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the planetary gear mechanism PG are separated by a distance corresponding to a gear ratio in a speed diagram (a diagram showing a relative rotation speed of each rotation element as a straight line). Are the first rotating element, the second rotating element, and the third rotating element from the sun gear Sa side in the order in which the first rotating element is the sun gear Sa, the second rotating element is the carrier Ca, and the third rotating element is the ring gear Ra. Become.

  Then, with the gear ratio of the planetary gear mechanism PG (the number of teeth of the ring gear Ra / the number of teeth of the sun gear Sa) as g, the distance between the sun gear Sa as the first rotating element and the carrier Ca as the second rotating element and the second rotation The ratio between the carrier Ca as the element and the distance between the ring gear Ra as the third rotating element is g: 1.

  The sun gear Sa as the first rotating element is fixed to the first input shaft 34. The carrier Ca as the second rotating element is connected to the third speed drive gear G3a of the third speed gear train G3. The ring gear Ra, which is the third rotating element, is releasably fixed to a stationary part such as a transmission case by a lock mechanism R1.

  The lock mechanism R1 includes a synchromesh mechanism that can be switched between a fixed state in which the ring gear Ra is fixed to the non-moving portion and an open state in which the ring gear Ra is freely rotatable.

  The lock mechanism R1 is not limited to the synchromesh mechanism, and includes a friction engagement release mechanism such as a sleeve, a wet multi-plate brake, a hub brake, a band brake, a one-way clutch, a two-way clutch, and the like. May be. The planetary gear mechanism PG is a double pinion type comprising a sun gear, a ring gear, and a carrier that rotatably supports and rotates a pair of pinions Pa and Pa ′ that mesh with each other and engage with the sun gear and the other with the ring gear. You may comprise. In this case, for example, the sun gear (first rotating element) is fixed to the first input shaft 34, the ring gear (second rotating element) is connected to the third speed drive gear G3a of the third speed gear train G3, and the carrier (third rotation) The element) may be configured to be releasably fixed to the non-moving portion by the lock mechanism R1.

  A hollow motor MG is disposed outward in the radial direction of the planetary gear mechanism PG. In other words, the planetary gear mechanism PG is disposed inside the hollow motor MG. The motor MG includes a stator MGa and a rotor MGb.

  The motor MG is controlled via the power drive unit PDU based on the instruction signal from the ECU 21. The ECU 21 generates the power drive unit PDU by driving the motor MG by consuming the power of the storage battery 1 and suppressing the rotational force of the rotor MGb, and the generated power is supplied to the storage battery 1 via the power drive unit PDU. Switch to the regenerative state to charge as appropriate.

  The battery 2 supplies electric power to the in-vehicle device of the vehicle and outputs a voltage of 12V. Further, the battery 2 can be charged with the electric power of the storage battery 1 via the DC / DC converter 3 by the control signal of the ECU 21.

  The current sensor 22 is configured to be able to detect the current value flowing through the motor MG, and the ECU 21 receives the current value detected by the current sensor 22 via the power drive unit PDU as a signal.

  A first driven gear Go1 that meshes with the second speed drive gear G2a and the third speed drive gear G3a is fixed to the output shaft 33a that supports the output member 33. A second driven gear Go2 that meshes with the fourth speed drive gear G4a and the fifth speed drive gear G5a is fixed to the output shaft 33a.

  Thus, by configuring the driven gears of the second gear train G2 and the third gear train G3 and the driven gears of the fourth gear train G4 and the fifth gear train G5 with one gear Go1, Go2, respectively, The shaft length of the transmission can be shortened, and the FF (front wheel drive) system can be mounted on a vehicle.

  A reverse driven gear GRa that meshes with the reverse gear GR is fixed to the first input shaft 34.

  The first input shaft 34 is composed of a synchromesh mechanism, and the third speed drive gear G5a is connected to the first input shaft 34. The third speed drive gear G5a is connected to the first input shaft 34. 1st mesh which is the 1st selection means which can be changed to any state of the neutral state which cuts connection with the 5th speed side connection state, 3rd speed drive gear G3a and 5th speed drive gear G5a, and the 1st input shaft 34 A mechanism SM1 is provided.

  The second input shaft 35 is composed of a synchromesh mechanism, and is connected to the second speed drive gear G4a and the second input shaft 35. The second speed drive gear G2a and the second input shaft 35 are connected to each other. The second meshing which is the second selection means which can be switched to any state of the neutral state in which the connection between the second speed driving gear G2a and the fourth speed driving gear G4a and the second input shaft 35 is disconnected. A mechanism SM2 is provided.

  The reverse shaft 36 includes a synchromesh mechanism, and a third meshing mechanism SM3 that can be switched between a connected state in which the reverse gear GR and the reverse shaft 36 are connected and a neutral state in which the connection is broken is selectable. Is provided.

  The LED lamp 41 is configured to turn on and off in response to a signal from the ECU 21.

  Next, the operation of the automatic transmission 31 configured as described above will be described.

  In the automatic transmission 31, by engaging the first clutch C1, it is possible to perform IMA start for starting the engine ENG using the driving force of the motor MG.

  When the first gear is established using the driving force of the engine ENG, the ring gear Ra of the planetary gear mechanism PG is fixed by the lock mechanism R1, and the first clutch C1 is engaged to set the transmission state.

  As shown in FIG. 2, the driving force of the engine ENG is input to the sun gear Sa of the planetary gear mechanism PG via the engine output shaft 32, the first clutch C1, and the first input shaft 34, and input to the engine output shaft 32. The rotational speed of the engine ENG is reduced to 1 / (g + 1) and transmitted to the third speed drive gear G3a via the carrier Ca.

  The driving force transmitted to the third-speed drive gear G3a is the gear ratio of the third-speed gear train G3 composed of the third-speed drive gear G3a and the first driven gear Go1 (number of teeth of the third-speed drive gear G3a / first driven gear). The number of teeth of Go1) is i, and the gear is shifted to 1 / i (g + 1) and output from the output member 33 via the first driven gear Go1 and the output shaft 33a, and the first gear is established.

  Thus, in the automatic transmission 31, the first gear can be established by the planetary gear mechanism PG and the third gear train, so that a meshing mechanism dedicated to the first gear is not required, thereby shortening the axial length of the automatic transmission. Can be achieved.

  Note that, at the first speed, the vehicle is in a decelerating state, and the ECU 21 performs a decelerating regenerative operation in which power is generated by applying a brake with the motor MG in accordance with the remaining capacity (charge rate) SOC of the storage battery 1. Further, according to the remaining capacity SOC of the storage battery 1, the motor MG is driven to drive HEV (Hybrid Electric Vehicle) that assists the driving force of the engine ENG, or EV (Electric Vehicle) that runs only by the driving force of the motor MG. It is possible to run.

  Further, when the vehicle is traveling in EV and the vehicle is allowed to decelerate and the vehicle speed is equal to or higher than a certain speed, the driving force of the motor MG is used by gradually engaging the first clutch C1. Instead, the engine ENG can be started using the kinetic energy of the vehicle.

  Further, when the ECU 21 predicts from the vehicle information such as the vehicle speed and the opening degree of the accelerator pedal that the upshift to the second gear is performed during traveling at the first gear, the second meshing mechanism SM2 is moved to the second gear. It is set as the 2nd speed side connection state which connects G2a and the 2nd input shaft 35, or the pre shift state which approaches this state.

  In the case where the second speed is established using the driving force of the engine ENG, the second meshing mechanism SM2 is brought into a second speed side connection state in which the second speed drive gear G2a and the second input shaft 35 are connected, and the second clutch C2 is fastened to the transmission state.

  As shown in FIG. 3, the driving force of the engine ENG is output from the output member 33 via the second clutch C2, the idle gear train Gi, the second input shaft 35, the second speed gear train G2, and the output shaft 33a. .

  When the ECU 21 predicts an upshift at the second speed, the first meshing mechanism SM1 is connected to the third-speed side connected state in which the third-speed drive gear G3a and the first input shaft 34 are connected or to this state. The pre-shift state is approached.

  Conversely, when the ECU 21 predicts a downshift, the first meshing mechanism SM1 is set to a neutral state in which the connection between the third drive gear G3a and the fifth drive gear G5a and the first input shaft 34 is disconnected.

  As a result, the upshift or the downshift can be performed simply by setting the first clutch C1 in the transmission state and the second clutch C2 in the disengaged state, and smoothly switching the shift speed without interrupting the driving force. Can do.

  Even at the second speed, when the vehicle is in a decelerating state, the ECU 21 performs a deceleration regenerative operation according to the remaining capacity SOC of the storage battery 1. When performing the deceleration regenerative operation in the second speed stage, it differs depending on whether the first meshing mechanism SM1 is in the third speed side connected state or in the neutral state.

  When the first meshing mechanism SM1 is in the third speed side connected state, the third drive gear G3a rotated by the first driven gear Go1 rotated by the second drive gear G2a is connected to the motor MG via the first input shaft 34. In order to rotate the rotor MGb, the rotation of the rotor MGb is suppressed and a brake is applied to generate electricity and perform regeneration.

  When the first meshing mechanism SM1 is in the neutral state, the rotation speed of the ring gear Ra is set to “0” by setting the lock mechanism R1 in a fixed state, and the gear rotates with the third speed drive gear G3a meshing with the first driven gear Go1. The rotation of the carrier Ca to be performed is generated by the motor MG connected to the sun gear Sa, so that the brake is applied and regeneration is performed.

  Further, when HEV traveling is performed at the second speed, for example, the first meshing mechanism SM1 is set to the third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected, and the lock mechanism R1 is opened. As a result, the planetary gear mechanism PG can be made in a state in which the rotating elements are not relatively rotatable, and the driving force of the motor MG is transmitted to the output member 33 via the third-speed gear train G3. Alternatively, the first meshing mechanism SM1 is set to the neutral state, the lock mechanism R1 is set to the fixed state, the rotation speed of the ring gear Ra is set to “0”, and the driving force of the motor MG is transmitted to the first driven gear Go1 through the first speed path. Therefore, HEV traveling at the second gear can be performed.

  When the third speed is established using the driving force of the engine ENG, the first meshing mechanism SM1 is set to the third speed side connection state in which the third speed drive gear G3a and the first input shaft 34 are connected, and the first clutch C1 is fastened to a transmission state.

  As shown in FIG. 4, the driving force of the engine ENG is transmitted to the output member 33 via the engine output shaft 32, the first clutch C1, the first input shaft 34, the first meshing mechanism SM1, and the third speed gear train G3. And output at a rotation speed of 1 / i.

  At the third speed, the first meshing mechanism SM1 is in the third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected, so the sun gear Sa of the planetary gear mechanism PG, the carrier Ca, Are the same rotation.

  Accordingly, each rotating element of the planetary gear mechanism PG becomes a state in which relative rotation is impossible, and if the sun gear Sa is braked by the motor MG, deceleration regeneration is performed, and if the driving force is transmitted to the sun gear Sa by the motor MG, HEV traveling is performed. be able to.

  FIG. 5 shows a transmission path of the driving force of the motor MG and the engine ENG during HEV traveling at the third speed. In addition to the driving force of the engine ENG shown in FIG. 4, the driving force of the motor MG is transmitted to the output member 33 via the input shaft 34, the third speed gear train G3, and the output shaft 33a.

  Further, EV traveling is also possible in which the first clutch C1 is opened and the vehicle travels only with the driving force of the motor MG.

  In the third speed, the ECU 21 changes the second meshing mechanism SM2 to the second speed drive gear G2a and the second input shaft 35 when a downshift is predicted based on vehicle information such as the vehicle speed and the accelerator pedal opening. Is connected to the second speed side, or a pre-shift state approaching this state, and when an upshift is predicted, the second meshing mechanism SM2 is connected to the fourth speed drive gear G4a and the second input shaft 35. A fast-side connected state or a pre-shift state approaching this state.

  As a result, it is possible to change the gear position simply by engaging the second clutch C2 and setting the transmission state, and releasing the first clutch C1 and setting the transmission state, thereby smoothly shifting without interrupting the driving force. It can be carried out.

  In the case where the fourth speed is established using the driving force of the engine ENG, the second meshing mechanism SM2 is set to the fourth speed side coupling state in which the fourth speed driving gear G4a and the second input shaft 35 are coupled, and the second clutch C2 is fastened to a transmission state.

  As shown in FIG. 6, the driving force of the engine ENG is output from the output member 33 via the second clutch C2, the idle gear train Gi, the second input shaft 35, the fourth speed gear train G4, and the output shaft 33a. .

  If the ECU 21 predicts a downshift from the vehicle information while traveling at the fourth speed, the first meshing mechanism SM1 is connected to the third speed drive gear G3a and the first input shaft 34 in the third speed side connected state. Or a pre-shift state approaching this state.

  Conversely, when the ECU 21 predicts an upshift from the vehicle information, the first meshing mechanism SM1 is connected to the fifth speed drive gear G5a and the first input shaft 34, or this state The pre-shift state is approaching. As a result, it is possible to perform downshift or upshift by simply engaging the first clutch C1 and setting it to the transmission state, and releasing the second clutch C2 so that the shift is smooth without interruption of the driving force. Can be done.

  When performing deceleration regeneration or HEV traveling during traveling at the fourth speed, when the power transmission device ECU21 predicts a downshift, the first meshing mechanism SM1 is connected to the third speed driving gear G3a and the first input shaft 34. Is connected to the third speed side, and if the brake is applied by the motor MG, deceleration regeneration can be performed, and HEV traveling can be performed if the driving force is transmitted.

  FIG. 7 shows a transmission path of the driving force of the motor MG and the engine ENG during HEV traveling at the fourth speed. In addition to the driving force of the engine ENG shown in FIG. 6, the driving force of the motor MG is transmitted to the output member 33 via the input shaft 34, the third speed gear train G3, and the output shaft 33a.

  When the ECU 21 predicts an upshift, the first meshing mechanism SM1 is brought into a 5-speed side connected state in which the 5-speed drive gear G5a and the first input shaft 34 are connected, and if the brake is applied by the motor MG, deceleration regeneration, motor If driving force is transmitted from MG, HEV traveling can be performed.

  When the fifth speed is established using the driving force of the engine ENG, the first meshing mechanism SM1 is set in the fifth speed connected state in which the fifth speed driving gear G5a and the first input shaft 34 are connected. At the fifth speed, the engine ENG and the motor MG are directly connected when the first clutch C1 is in the transmission state. Therefore, if the driving force is output from the motor MG, HEV traveling can be performed. If the motor MG brakes and generates power, deceleration regeneration can be performed.

  In addition, what is necessary is just to make the 1st clutch C1 into an open state, when performing EV driving | running | working at the 5th gear stage. Further, the engine ENG can be started by gradually engaging the first clutch C1 during EV traveling at the fifth speed.

  The ECU 21 connects the second meshing mechanism SM2 to the fourth speed drive gear G4a and the second input shaft 35 when a downshift from the vehicle information to the fourth speed is predicted during traveling at the fifth speed. A 4-speed side connected state or a pre-shift state approaching this state is set. As a result, the downshift to the fourth speed can be smoothly performed without interruption of the driving force.

  When the reverse speed is established using the driving force of the engine ENG, the second clutch C2 is set with the lock mechanism R1 in the fixed state and the third meshing mechanism SM3 in the connected state in which the reverse gear GR and the reverse shaft 36 are connected. To be in a transmission state. As a result, the driving force of the engine output shaft 32 moves backward via the second clutch C2, the idle gear train Gi, the reverse gear GR, the reverse driven gear GRa, the sun gear Sa, the carrier Ca, the third gear train G3, and the output shaft 33a. As the rotation of the direction, it is output from the output member 33, and the reverse gear is established.

  In the first embodiment, as an abnormal state of the motor MG, an abnormality occurs in the current sensor and the rotation of the motor MG cannot be controlled (hereinafter referred to as “current sensor abnormality”), and an abnormality in which the charging path cannot be opened. (Hereinafter referred to as “open abnormality”) is assumed.

  The current sensor abnormality occurs, for example, when the current sensor 22 that detects the current value of the motor MG is abnormal. If a current sensor abnormality occurs, the current value of the motor MG cannot be detected correctly, and the rotational speed of the motor MG cannot be accurately controlled.

  Whether or not a current sensor abnormality has occurred is determined by obtaining the difference between the required output rotational speed to the motor MG and the actual output rotational speed at predetermined time intervals, and the deviation of the rotational speed difference during a predetermined period is obtained. This is done by determining whether or not it is greater than or equal to a predetermined value. That is, when the variation in the rotational speed of the motor MG with respect to the request is large, it is determined that the rotation is in an abnormal state (corresponding to the diagnostic means 21a2 in the present invention).

  The actual output rotational speed is determined by, for example, calculating the input rotational speed to the automatic transmission 31, that is, the output rotational speed of the motor MG, from the traveling speed of the vehicle and the gear ratio of the automatic transmission 31. At this time, the input rotational speed is calculated in consideration of a fixed speed ratio such as a final gear. A table of gear ratios, travel speeds, and rotational speeds may be prepared, and the actual output rotational speed may be determined by searching from the table.

  For example, as will be described later, a table (hereinafter referred to as “shift map”) to which gears are assigned according to the vehicle speed and the required acceleration is changed, and the second input shaft is used preferentially. And clutch wear and overcharge are prevented by transmitting and receiving information mutually from three control at the time of system failure mentioned below.

  The opening abnormality occurs when an abnormality occurs in the contactor (electromagnetic contactor) that opens and closes the current of the motor MG, and the opening cannot be performed. That is, when an open abnormality occurs and a current sensor abnormality occurs, power generation is always performed when the motor MG rotates, and charging is performed regardless of the SOC of the storage battery 1. Therefore, when the SOC of the storage battery 1 is high, charging is further performed, and the possibility of damage to the storage battery 1 due to overcharging increases.

  Whether or not the opening abnormality has occurred is determined by determining whether or not the current value of the motor MG detected by the current sensor 22 is outside a predetermined range. When it is outside the range, it is determined as an abnormal state, and when it is within the range, it is determined as a normal state (corresponding to the diagnostic means 21a2 in the present invention).

  In order to protect the storage battery under the influence of an abnormality that has occurred in the motor MG, control is performed as follows.

  When an abnormality occurs in the current sensor, the gear stage (the first to fifth gear stages of the automatic transmission 31) is selected so that the second input shaft 35 to which the motor MG is not connected is used preferentially. This is to prevent the wear of the first clutch C1 from being accelerated by engaging the first clutch C1 in a state where the rotational speeds of the motor MG and the engine ENG cannot be matched.

  The selection of the gear stage is determined by a shift map according to the vehicle speed and the required acceleration. That is, the ratio (selection ratio) of selection of each gear stage with respect to the vehicle speed and the required acceleration is determined by the shift map. This shift map is created in consideration of energy efficiency or traveling performance, and is stored in an area secured in the memory 21b of the ECU 21.

  In the first embodiment, a shift map used when a current sensor abnormality occurs in the motor MG is also prepared. In the shift map for when the current sensor is abnormal, the gear on the second input shaft 35 side that is driven by engaging the second clutch C2 so as not to promote wear of the first clutch C1 as described above. The selection ratio is set to be large so that the second gear (second gear, fourth gear) is used preferentially over the gear on the first input shaft 34 side (first gear, third gear, fifth gear). Is done.

  When a current sensor abnormality occurs, the ECU 21 selects a gear stage using the shift map for the current sensor abnormality. In this way, changing the shift map from the normal one to the abnormal one corresponds to controlling the gear selection ratio in the present invention.

  As described above, the automatic transmission 31 is currently used regardless of which gear stage is selected from the first gear to the fifth gear so that the driving force is not interrupted when performing an upshift or a downshift. A gear stage set to an input shaft different from the input shaft is used.

  Specifically, when only the gear stage (even stage) of the second input shaft 35 is used even when a current sensor abnormality occurs, the driving force is interrupted. By switching to the fourth speed stage after switching to the first speed stage, it is possible to prevent the driving force from being interrupted.

  However, in the shift map when the current sensor is abnormal, the range of the third speed stage is narrowed by assigning the range where the third speed stage is assigned to the second speed stage and the fourth speed stage as much as possible in the normal speed change map. ing. Thus, the use of the third speed is reduced as much as possible to suppress the wear of the first clutch C1 (clutch wear prevention control).

  As described above, when a current sensor abnormality occurs, the gear stage is selected by switching from the shift map used when the motor MG is normal to the above-described shift map for current sensor abnormality.

  However, when the SOC of the storage battery 1 is lower than a value sufficient to continue running, the ECU 21 is created so that the gear stage selection ratio is large so that the number of revolutions of the motor MG is equal to or greater than the number of revolutions capable of generating power. The gear position is selected using the changed shift map. This is realized by increasing the number of rotations by selecting a lower gear than the normally selected gear. In other words, even when the vehicle can travel at the third speed, the motor MG is rotated at a speed higher than that at which power can be generated by traveling at the first speed.

  In addition, even in the normal stage, even if the selection stage is an even stage (2nd speed stage, 4th speed stage), a lower odd number stage (1st speed stage, 3rd speed stage) is selected, and the storage battery BATT by the motor MG is selected. The SOC is improved by positively charging.

  For example, when the second speed stage is selected, the same can be achieved by selecting the odd-numbered stage pre-shift as the lower stage (first speed stage).

  The hybrid vehicle according to the first embodiment includes a battery 2 that is a power source for an in-vehicle device in addition to the storage battery 1 that is a power source for driving the motor MG. When the SOC of the battery 2 decreases, the on-vehicle equipment cannot operate and the engine ENG cannot be ignited during traveling. That is, the vehicle cannot travel.

  The battery 2 is supplied with electric power from the storage battery 1 via the DC / DC converter 3 controlled by the ECU 21. Therefore, if the state in which the SOC of the storage battery 1 is lowered is left unattended, power cannot be supplied to the battery 2 and the vehicle cannot continue running. In order to avoid this, the gear stage is changed using the shift map created so that the selection ratio of the gear stage becomes large so that the rotation speed of the motor MG is equal to or higher than the rotation speed capable of generating power as described above. By selecting, power generation is performed to suppress a decrease in SOC of the storage battery 1.

  In this way, by suppressing the decrease in the SOC of the storage battery 1, the power supply can be continued, and the gear selection ratio is controlled so that the vehicle can continue running (power generation control). In addition, it is possible to increase the possibility that the driver can travel to the repair site by the self-propelling of the vehicle and the motor MG can be repaired before the abnormality of the motor MG affects other devices.

  On the other hand, when the SOC of the storage battery 1 is in a state where overcharging may occur if the SOC of the storage battery 1 is further charged when an open abnormality occurs, the amount of power generation with the rotational speed of the motor MG equal to or less than a predetermined value The gear stage is selected using a shift map created so that the selection ratio of the gear stage at which the number of revolutions is less than or equal to becomes large. This is achieved by selecting a higher gear than the normally selected gear to reduce the rotational speed. In other words, even when the vehicle can travel at the third speed, the motor MG can be driven at the fourth speed or the fifth speed so that the number of revolutions of the motor MG is less than or equal to a predetermined value.

  If it is predicted that regeneration will occur during even-numbered travel, the first meshing mechanism SM1 is brought into a state in which the connection between the third drive gear G3a and the fifth drive gear G5a and the first input shaft 34 is disconnected ( The pre-shift is stopped), the first input shaft 34 is not rotated, and power generation is not performed.

  As described above, when an open abnormality occurs, the gear selection ratio is controlled so that power generation by the motor MG cannot be performed (battery overcharge prevention control).

  Control of the above-described gear stage selection when the abnormality occurs in the motor MG, that is, the gear ratio selection ratio corresponds to the control means of the present invention. As described above, the shift map corresponding to the abnormal state of the motor MG and the SOC of the storage battery 1 is stored in the memory 21b (corresponding to the storage means in the present invention).

  As described above, when a current sensor abnormality or an opening abnormality of the motor MG occurs, information is transmitted and received from the three controls of the clutch wear prevention control, the power generation control, and the battery overcharge prevention control according to the situation. Control the gear selection ratio.

  Next, control state transition executed by the CPU 21a of the ECU 21 according to the first embodiment will be described.

  In the first embodiment, the CPU 21a operates as the control unit 21a1 and the diagnostic unit 21a2 in the present invention.

  FIG. 8 is a state transition diagram for selecting control executed by the ECU 21 when an abnormality occurs in the motor MG. Management of each control state and state transition is also performed by the ECU 21. In each state, the control processing program is executed every predetermined time (for example, 10 msec).

  State S101 is a state in which clutch wear prevention control is performed, state S102 is a state in which power generation control is performed, and state S103 is a state in which battery overcharge prevention control is performed.

  When a current sensor abnormality occurs in the motor MG, the process starts with the state S101 as an initial state.

  In the state S101, when the SOC of the storage battery 1 becomes less than the value α1 sufficient to continue traveling, the state transitions to the state S102 in order to generate power. In the state S101, when an open abnormality occurs and the SOC of the storage battery 1 is more than a value α2 that may cause overcharge if the battery is further charged, the state is set to prevent overcharge. The process proceeds to S103. At this time, the value α2 is set larger than the value α1.

  In the state S102, when the SOC of the storage battery 1 is charged to a value α3 sufficient to continue running, it is no longer necessary to generate power, and the state transitions to the state S101. The SOC value α3 is set to a value larger than the value α1 and smaller than the value α2. Further, when an open abnormality occurs in the state S102 and the SOC of the storage battery 1 is greater than or equal to the value α2, the state transitions to the state S103 in order to prevent overcharging.

  In the state S103, when the SOC of the storage battery 1 is less than the value α4 at which overcharge does not occur even if the battery is further charged, the state transitions to the state S101 because it is not necessary to prevent overcharge. Moreover, when the SOC of the storage battery 1 is lower than the value α1, the state transitions to the state S102.

  In the state S103, as another transition when the SOC of the storage battery 1 becomes equal to or less than the value α4, the state before the transition to the state S103 may be returned.

  That is, when the transition from the state S101 to the state S103 and the SOC of the storage battery 1 becomes the value α4 or less, the state transition is made to the state S101, the transition from the state S102 to the state S103, and the SOC of the storage battery 1 becomes the value α4 or less. When this happens, state transition is made to state S102. Subsequent transitions are performed according to the SOC of the storage battery 1 in the states S101 and S102.

  By performing the transition in this manner, the state S103 depends only on the state from which the state has been transitioned and the value α4, and does not depend on the value α1 used in the other states, so that control complexity can be suppressed. .

As described above, when the current sensor abnormality is diagnosed by the diagnostic means 21a2, the control is started with the state S101 as an initial state to suppress wear of the first clutch C1, and when the SOC of the storage battery 1 is less than the value α1. Makes a transition to the state S102 to charge the storage battery 1 so that traveling can be continued. Further, when the diagnosis unit 21a2 diagnoses an open abnormality and the SOC of the storage battery 1 is greater than or equal to the value α2, the state transitions to the state S103 to prevent the storage battery 1 from being overcharged. In this way, control is performed according to the situation by mutually transmitting information from the three controls. Therefore, the influence of the abnormality in the motor MG suppresses the wear of the clutch of the vehicle and protects the storage battery. Thus, it is possible to continue traveling by controlling the gear selection ratio.

[Second Embodiment]
In the second embodiment, the CPU 21a of the ECU 21 that operates as the control unit 21a1 and the diagnosis unit 21a2 in the present invention executes the following control operations.

  FIG. 9 is a flowchart showing a procedure of processing of the present invention executed by the CPU 21a. The control processing program shown in this flowchart is called and executed every predetermined time (for example, 10 msec).

  First, in step ST1, it is determined whether or not the rotation of the motor MG is in an abnormal state.

  The process of step ST1 corresponds to diagnosing whether or not the rotation of the motor of the diagnostic means in the present invention is in an abnormal state.

  If the decision result in the step ST1 is YES, the process proceeds to a step ST2, and it is decided whether or not the motor MG is abnormal in opening.

  The process of step ST2 corresponds to diagnosing whether or not the path for supplying power of the diagnostic means in the present invention cannot be cut off.

  If the determination result in step ST1 is NO, it is determined that there is no abnormality in the motor MG, and the process proceeds to step ST3, where control is performed so as to select a normal gear (first to fifth gears of the automatic transmission 31). . At this time, when there is no need to change the gear stage, the gear stage is not changed.

  When the determination result in step ST2 is NO, the process proceeds to step ST4, and it is determined whether or not the SOC of the storage battery 1 is lower than a predetermined value. Here, since it is necessary to perform charging when the SOC of the storage battery 1 is low, the predetermined value may be set to a value that can sufficiently determine this necessity.

  When the determination result in step ST4 is NO, the process proceeds to step ST5, and control is performed so as to preferentially select the gear stage of the input shaft to which the motor MG is not connected. At this time, when there is no need to change the gear stage, the gear stage is not changed.

  If the decision result in the step ST4 is YES, the process proceeds to a step ST6, and control is performed so as to preferentially select a gear stage in which the rotation speed of the motor MG becomes a predetermined value or more. At this time, when there is no need to change the gear stage, the gear stage is not changed.

  When the determination result in step ST2 is YES, the process proceeds to step ST7, where it is determined whether or not the SOC of the storage battery 1 is higher than a predetermined value. If charging is performed when the SOC of the storage battery 1 is high, the storage battery 1 is damaged due to overcharging. Therefore, the predetermined value may be set to a value that can sufficiently achieve the purpose of preventing the storage battery 1 from being damaged.

  If the decision result in the step ST7 is NO, the process proceeds to the step ST4.

  If the decision result in the step ST7 is YES, the process proceeds to a step ST8, and control is performed so as to preferentially select a gear stage in which the rotation speed of the motor MG is below a certain value. At this time, when there is no need to change the gear stage, the gear stage is not changed.

  When the processes of steps ST3, ST5, ST6, and ST8 are finished, this control process is finished.

  After the processes of steps ST5, ST6, ST8, the LED lamp 41 may be turned on or blinked to notify the driver that the motor MG is in an abnormal state. This corresponds to notifying the abnormal state of the motor MG in the present invention by the notification means.

  In addition, this notification may be notified to the driver when the determination result in step ST1 or ST2 is YES.

  Furthermore, the notification method may be changed between when the determination result of step ST1 is YES and when the determination result of step ST2 is YES. For example, a plurality of LED lamps may be prepared for changing the blinking timing or displaying each abnormal state.

  In addition to the notification by the LED lamp, the notification method may be a method of displaying on the display of the in-vehicle device, a method of notifying by sound, or the like. In the case of notification by sound, notification by an alarm or notification by reproducing sound may be used.

  By notifying the driver of the abnormality of the motor MG as described above, it is possible to increase the possibility that the driver can repair the motor MG before the abnormality of the motor MG affects other devices.

  As described above, in the second embodiment, it is confirmed whether or not there is an abnormality in the rotation of the motor MG (step ST1) and whether or not there is an abnormality in the opening of the charging path of the motor MG (step ST2). If the MG is abnormal, the gear stage corresponding to the abnormal state is selected. When the SOC of the storage battery 1 is low and it has to be charged, a gear stage is selected with priority so that the rotational speed becomes a certain value or more (step ST6). Thus, electric power is supplied to the battery 12 so that the vehicle can continue running. When the SOC of the storage battery 1 is high and there is a possibility of overcharging, a gear stage whose rotational speed is below a certain level is preferentially selected (step ST8). This suppresses occurrence of overcharge in the storage battery 1. If there is an abnormality in rotation, the gear stage to which the motor MG is not connected is preferentially selected in order to prevent wear of the first clutch C1 (step ST5). If the motor MG is normal, normal gear selection is performed (step ST3).

  Therefore, it is possible to continue traveling by controlling the gear selection ratio so as to suppress the wear of the clutch of the vehicle and protect the storage battery due to the influence of the abnormality in the motor MG.

  DESCRIPTION OF SYMBOLS 1 ... Storage battery (1st electrical storage apparatus), 2 ... 12V battery (2nd electrical storage apparatus), 3 ... DC / DC converter, 21 ... ECU, 21a ... CPU, 21a1 ... Control means, 21a2 ... Diagnosis means, 21b ... Memory, DESCRIPTION OF SYMBOLS 22 ... Current sensor 31 ... Automatic transmission, 34 ... 1st input shaft, 35 ... 2nd input shaft, 41 ... LED lamp (notification means), C1 ... 1st clutch (1st connection / disconnection means), C2 ... 2nd Clutch (second connecting / disconnecting means), ENG ... engine (internal combustion engine), MG ... motor (electric motor).

Claims (2)

A hybrid vehicle having an internal combustion engine and an electric motor as drive sources,
The output torque of the electric motor is input, the output torque of the internal combustion engine is input via the first connection / disconnection means, and the first input shaft is input. The output torque of the internal combustion engine is input via the second connection / disconnection means. A second input shaft, and an output shaft to which the first input shaft or the second input shaft is selectively connected; and from the internal combustion engine and the electric motor to the first input shaft or the second input shaft, respectively. An automatic transmission that shifts input torque by a plurality of shift speeds and outputs it from the output shaft;
Control means for controlling the shift stage of the automatic transmission;
Diagnostic means for diagnosing the state of the motor,
The control means determines a shift stage of the automatic transmission according to the travel speed and the requested acceleration of the vehicle based on a shift map to which a shift stage according to the travel speed and the requested acceleration of the vehicle is assigned ; A function of selecting an input shaft that realizes the shift stage from the first input shaft and the second input shaft, and when the diagnosis means diagnoses that the rotation of the motor is in an abnormal state, a portion of the range to which the rotation of the motor is assigned shift stage implemented by Oite said first input shaft when it is a normal state, assigned to the speed which is achieved by the second input shaft speed A hybrid vehicle characterized by changing to a map . The hybrid vehicle according to claim 1 ,
Informing means for informing the motor that it is in an abnormal state,
The hybrid vehicle according to claim 1, wherein the control unit controls the notification unit to notify when the diagnosis unit diagnoses that the motor is in an abnormal state.

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